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64th Congress ") SENATE / Document 

1st Session / 1 No. 493 



RAILROAD 
LABOR ARBITRATIONS 

REPORT 

OF THE 

UNITED STATES BOARD OF MEDIATION AND CONCILIATION ON 

THE EFFECTS OF ARBITRATION PROCEEDINGS UPON 

RATES OF PAY AND WORKING CONDITIONS 

OF RAILROAD EMPLOYEES 




IG-ldMl 



MAT 15, 1916. — Referred to the Committee on Interstate Commerce 
MAY 25, 1916. — Committee discharged, and referred to the Committee on Printing 



WASHINGTON 

GOVERNMENT PRINTING OFFICE 

1916 



2^ 



64th Congress \ qttmattt' (Document 

1st Session \ kLNATE } No. m 



RAILROAD LABOR ARBITRATIONS 



REPORT 

OF THE 

UNITED STATES BOARD OF MEDIATION AND CONCILIATION ON 

THE EFFECTS OF ARBITRATION PROCEEDINGS UPON 

R^lES OF PAY AND WORKING CONDITIONS 

OF RAILROAD EMPLOYEES 



PREPARED UNDER THE DIRECTION OF THE BOARD 
By 

W. JETT LAUCK 




MAY 15, 1916. — Referred to the Committee on Interstate Commerce 
May 25, 1916. — Committee discharged, and referred to the Committee on Printing 



WASHINGTON 

GOVERNMENT PRINTING OFFICE 

1916 










J 



Sj 



REPORTED BY MR. FLETCHER. 

In the Senate of the United States, 

„ 7 , mi , Ju ly 7 {calendar day, July 10), 1916. 

Resolved, That the report submitted by the United States Board 
ol Mediation and Conciliation on May 15, 1916, on "The Effects of 
Arbitration Proceedings upon Kates of Pay and Working Condi- 
tions ol Kailroad Employees," in response to Senate resolution No. 
181 adopted May 3, 1916, be printed as a Senate document. 

Attest : 

James M. Baker, Secretary. 



D. of D. 
SEP 29 1915 



CONTENTS 



Page. 
Letter of transmittal 5 

I. Introduction 7 

II. Arbitration in 1907 between the Southern Pacific Co. (Atlantic System) 

and Brotherhood of Locomotive Firemen and Enginemen 20 

III. Arbitration in L907 between the Southern Pacific Co. (Pacific System) 

and ( )rder of Railroad Telegraphers 26 

IV. Arbitration in 1909 between the Georgia Railroad and Brotherhood 

of Locomotive Firemen and Enginemen 29 

V. Arbitration in 1909 between the Illinois Central Railroad, Yazoo & 
Mississippi Valley Railroad, and Indianapolis Southern Railroad, 

and Order of Railroad Telegraphers 32 

VI. Arbitration in 1910 between S railroads leading out of Chicago and 

* Switchmen's Union of North America 36 

VII. Arbitration in 1910 between the Cleveland, Cincinnati, Chicago & 

St. Louis Railway and Order of Railroad Telegraphers 42 

VIII. Arbitration in 1910 between the Baltimore & Ohio Southwestern Rail- 
road and Order of Railroad Telegraphers 46 

IX. Arbitration in 1910 between 52 railroads in western territory and 

Brotherhood of Locomotive Firemen and Enginemen 50 

X. Arbitration in 1910 between the Southern Railway and Order of Rail- 
road Telegraphers 163 

XI. Arbitration in 1910 between the Missouri Pacific System and Order of 

Railroad Telegraphers 167 

XII. Arbitration in 1910 between the Denver & Rio Grande Railroad and 

Brotherhood of Locomotive Firemen and Enginemen 169 

XIII. Arbitration in 1911 between the Coal & Coke Railway and Brother- 

hood of Locomotive Engineers, Brotherhood of Locomotive Fire- 
men and Enginemen, Order of Railway Conductors, Brotherhood of 
Railroad Trainmen 175 

XIV. Arbitration in 1912 between 52 railroads in eastern territory and 

Brotherhood of Locomotive Engineers 197 

XV. Arbitration in 1913 between 50 railroads in eastern territory and 

Brotherhood of Locomotive Firemen and Enginemen 259 

XVI . Arbitration in 1913 between 42 railroads in eastern territory and Order 

of Railway Conductors, Brotherhood of Railroad Trainmen 315 

XVII. Arbitration in 1913 between the Chicago & Western Indiana Railroad, 
and Belt Railway Co. of Chicago, and Brotherhood of Locomotive 
Engineers, Brotherhood of Locomotive Firemen and Enginemen, 

Brotherhood of Railroad Trainmen • 405 

XVIII. Arbitration in 1913 between the Chicago, Burlington & Quincy Rail- 
road, and Order of Railway Conductors, and Brotherhood of Rail- 
road Trainmen 408 

XIX. Arbitration in 1913 between Wheeling & Lake Erie, Wabash-Pitts- 
burgh Terminal, and West Side Belt Railroads, and telegraphers, 

telephoners, station agents, and signalmen 437 

XX. Arbitration in 1913 between the Southern Railway and maintenance 

of way employees 445 

XXI. Arbitration in 1914 between the New York, Chicago & St. Louis Rail- 
road, and telegraphers, station agents, and signalmen 447 

XXII. Arbitration in 1914 between the Georgia & Florida Railroad and 
Brotherhood of Locomotive Engineers, Brotherhood of Locomotive 

Firemen and Enginemen 450 

XXIII. Arbitration in 1914-15 between 98 railroads in western territory and 
Brotherhood of Locomotive Engineers, Brotherhood of Locomotive 
Firemen and Enginemen 456 

3 



CONTENTS. 



XXIV. Arbitration between the Georgia Railroad and the Brotherhood of 

Railroad Conductors and Brotherhood of Railroad Trainmen 591 

XXV. Arbitration between the Norfolk & Western Railroad and its mainte- 
nance of way employees 593 

XXVI. Arbitration in 1911 of a controversy between the Amalgamated Asso- 
ciation of the American Street and Railway Employees of America 

and the Youngstown & Ohio River Railroad Co 598 

XXVII. Appendix A. — Federal legislation relative to the mediation and ar- 
bitration of railway labor disputes 600 



LETTER OF TRANSMITTAL. 



United States Board of Mediation and Conciliation, 

Washington, May 12, 1916. 
Sir: I have the honor to transmit herewith a report of the United 
States Board of Mediation and Conciliation on the effects of arbitra- 
tion proceedings upon the rates of pay and working conditions of 
railroad employees, as directed by resolution of the Senate of May 3, 
1016, which reads as follows: 

Resolved, That the United States Board of Mediation and Conciliation be and is 
herebv directed to furnish for the use of the Senate a report upon wages and working 
conditions of railroad employees as affected by arbitrations under the act of Congress 
approved June first, eighteen hundred and ninety-eight, entitled "An act concerning 
carriers engaged in interstate commerce and their employees," and the act of Congress, 
approved July fifteenth, nineteen hundred and thirteen, entitled "An act providing 
for mediation, conciliation, and arbitration in controversies between certain em- 
ployers and their employees." 

Respectfully, 

W. L. Chambers, 

United States Commissioner of Mediation and Conciliation. 

Hon. Thomas R. Marshall, 

President of the Senate. 



RAILROAD LABOR ARBITRATIONS. 



i. 

INTRODUCTION. 

SCOPE AND METHOD OF STUDY. 

In the following pages a study has been made of the effects of 
arbitration proceedings upon the rates of pay and working conditions 
of railway employees. The scope of the study includes all arbitration 
proceedings held under the provisions of the Federal law. 1 To the 
analysis of these arbitration proceedings has also been added a review 
of four other cases — the arbitration in 1911 between the Youngstown 
& Ohio River Railroad and its employees, the arbitration in 1912 
between locomotive engineers and 52 railroads of the East, the 
arbitration in 1912 between the Georgia Railroad and its conductors 
and trainmen, and the arbitration in 1913 between the Norfolk & 
Western Railroad and its maintenance of way employees. Altogether 
the results of 25 formal arbitration proceedings, covering the period 
1898-1915, have been analyzed. 

The general method pursued has been to compare rates of pay and 
working conditions prior and subsequent to the awards of arbitration 
boards, with the object in view of ascertaining changes in rates of pay 
and working rules which were the outcome of the arbitration pro- 
ceedings. The presentation of the results of such comparative 
analyses have been made under the following general heads for each 
arbitration case: . 

(1) History of case. 

(2) Articles of arbitration agreement. 

(3) Testimony and argument of employees. 

(4) Testimony and argument of the railroads. 

(5) Comparison of the requests of employees with the award of 
the arbitration board. 

(6) The application of the award of the board to railroad operating 
conditions. 

(7) Changes in rates of pay and working conditions by individual 
railroads as the result of the arbitration award. 

ASSISTANCE RECEIVED. 

The cooperation of the executive officers of the railroad labor 
organizations and of the general managers of the railroad companies 
has been fully extended to the board in the course of the work. With- 
out this assistance successful results would have been impossible. 

i See Appendix A. 



8 RAILROAD LABOR ARBITRATIONS. 

HISTORY OF MEDIATION AND ARBITRATION LEGISLATION. 

THE ACT OF 1888. 

The first law dealing with the adjustment of controversies between 
transportation companies and their employees was approved Oc- 
tober 1, 1888. It provided for voluntary arbitration and sub- 
stantially for compulsory investigation. The law of 1888 provided 
that in the event of controversy either side might propose in writing 
to submit the differences to arbitration; and if the other party to 
the controversy should accept the proposition each side should 
then appoint one arbitrator and these two should select a third. 
The three persons thus selected were created a board of arbitration. 

The board of arbitration was given all the power of administering 
oaths, subpoenaing witnesses, requiring the production of papers, 
etc., that belong "to the United States commissioners appointed 
by the circuit court of the United States." 

The act of 1888 provided that upon the conclusion of its investi- 
gation the decision of the board of arbitration should be publicly 
announced and a copy of it filed with the Commissioner of Labor 
of the United States. No provision of any kind was made for en- 
forcing any award of the board, and the act evidently relied on the 
force of public opinion to make effective the decision of the arbi- 
trators. In this respect the act of 1888 is similar to the Canadian 
act. 

The act of 1888 provided also that the President might select two 
commissioners who, together with the United States Commissioner 
of Labor, should " constitute a temporary commission for the pur- 
pose of examining the causes of the controversy, the conditions 
accompanying, and the best means for adjusting it." The report 
of the commission was to be transmitted to the President and to the 
Congress. The services of such commission might be tendered by 
the President for the purpose of settling a controversy ' ' either upon 
his own motion or upon the application of one of the parties to the 
controversy or upon the application of the executive of the State." 
A commission thus created by the President was given all the power 
and authority given to the board of arbitration. The commission's 
decision was to be made public and was "to advise the respective 
parties what, if anything, ought to be done or submitted to by 
either or both to adjust the matters in dispute." As in the case 
of the arbitration boards, no means were afforded for enforcing the 
decisions of these special commissions. 

The provisions of this act were never utilized. 1 

THE ERDMAN LAW. 

The Federal law which superseded the act of 1888 is commonly 
known as the Erdman Act. 2 This law provided means for the media- 
tion and arbitration of controversies affecting railways and their 
train-service employees and was the basis of existing legislation. It 
was enacted in June, 1898. During the first eight and a half years 
following the passage of the law only one attempt was made to 

i Mediation and Arbitration of Railway Labor Disputes in the United States, by Charles P. Neill, 
Bulletin No. 98, U. S. Bureau of Labor. 
2 See appendix. 



RAILEOAD LABOE ARBITRATIONS. 9 

utilize it. Within the next five years, however, its provisions were 
invoked more than 60 times, the effectiveness of the law established, 
and methods of procedure under its provisions fully developed. 

THE PROVISIONS OF THE ERDMAN LAW. 

The scope of this law included only employees directly engaged in 
the movement of trains — engineers, firemen, conductors, trainmen, 
switchmen, and telegraphers. The mediation proceedings were 
purely voluntary. Either party to a controversy might invoke the 
assistance of the Federal mediators, the chairman of the Interstate 
Commerce Commission, and the Commissioner of Labor. The 
mediators had no power to intervene in any controversy upon their 
own initiative. Their activities "were conditioned, first, upon the 
receipt of a request for mediation under the law from one of the par- 
ties to the controversy, and, second, upon the acceptance by the 
other party of the mediators tender of friendly offices. " l 

PROCEDURE UNDER THE ERDMAN LAW. 

The course of procedure for the peaceable settlement of wage dis- 
putes under the Erdman law was followed Under the provisions of 
subsequent legislation. It has been well described in a bulletin 
issued by the Bureau of Labor, which may be quoted in order that 
the prevailing methods of adjustment of controversies may be fully 
understood: l 

The course through which the mediation provisions of the Erdman Act are invoked 
is ordinarily somewhat as follows: A controversy arises between a railroad company 
and one or more classes of its employees coming within the provisions of the act. This 
controversy may relate to proposed changes in the existing rates of pay or the existing 
regulations governing working conditions, or it may arise over some grievance grow- 
ing out of a misunderstanding of the terms of the existing contract and involve no 
proposals for changed conditions. If no settlement can be reached by the local 
committee or the general committee directly representing the employees on the 
road or roads involved, the questions in dispute are referred by the employees to 
their national organization, and a grand officer, as he is termed, of that organization 
then takes the matter up directly with the road or roads involved and endeavors by 
direct negotiation to effect a settlement. If this effort fails, the questions in dispute 
and any proposal of setl lenient offered by the road are usually laid before the employees 
concerned, and they are asked to vote upon whether they are willing to inaugural e a 
strike unless some oasis of settlement more satisfactory to their representatives than 
the one offered can be secured. If the vote of the men is in favor of a strike to enforce 
their proposals, the grand officer again opens negotiations with the road in a further 
effort to effort an amicable adjustment of the controversy. If these negotiations prove 
fruitless, or if at the outset it is apparent thai no settlement can be effected directly 
by the parties concerned, one or the other of the parties to the dispute makes an 
application to the mediators designated in the Erdman Act, requesting them to use 
their friendly offices to bring about an amicable adjustment of the controversy and 
avert the threatened strike. 

When both sides have agreed 1o mediation proceedings they are as a rule begun 
very promptly, usually the only delay being that which is involved in getting the 
parties concerned together at the place decided upon. By reference to the date and 
place where the mediation proceedings have begun, and comparing these with the 
date the application was received, some idea may be gained of the promptness with 
which it has been felt necessary to take up negotiations in the majority of the cases 
in which the provisions of the Erdman Act have been invoked. There is no fixed 
rule as to where mediation proceedings shall be held. In numerous instances the 
representatives of the parties in controversy have come to Washington, and the nego- 
tiations have been conducted there. When this has not been feasible or desirable, 
one or both mediators have gone to the place in which the parties had up to that 

i Mediation and Arbitration of Railway Wage Disputes in the United Slates, by Charles I'. Neill. 
Bulletin No. 98, U. S. Bureau of Labor. 



10 EAILRO AD LABOR ARBITRATIONS. 

time conducted their negotiations, and the mediation conferences have been car- 
ried on there. The mediators have covered a rather wide range of territory, having 
carried on conferences at points as remote from Washington as St. Paul, Denver, and 
El Paso. 

The proceedings are purposely kept as informal as possible, in order that they may 
be the more readily adapted to the exigencies of any given case. Conferences are 
always held with the two parties to the controversy separately, and a joint meeting 
is never arranged until either a complete settlement of the questions in dispute or an 
agreement to arbitrate has been brought about by the mediators and agreed to in 
writing by_ the two parties. 

Ordinarily the mediators begin by meeting the representatives of the side by which 
the mediation was invoked. After learning the matters at issue and discussing these 
in a general way, a conference is held by the mediators with the other party to the 
dispute. Successive conferences are then held by the mediators with one or the 
other party alternately, or it may happen that several successive conferences are held 
with one side before again conferring with the other side. The procedure in this 
respect is a matter governed entirely by the nature of the questions at issue and the 
particular conditions existing in any given case. 

No limit is set to the number of conferences which may be held nor to the period 
which may be devoted to the mediation proceedings. Some cases have been brought 
to a successful termination within a few days, but these are exceptions; from one to 
two weeks is more nearly the rule. In some of the large cases where conditions were 
peculiarly acute, and a tension existed which made it important to secure a settlement 
at the earliest possible moment, conferences have for days at a time been carried on 
throughout the entire day and far into the night; and even what were practically 
all-night sessions have not been unusual. 

While the procedure usually follows the above lines, any variation which seems 
desirable may be introduced, and the only fixed and unvarying rule is that neither side 
shall know what concessions the other side is willing to make unless and until an 
amicable agreement is reached. This rule has been adopted because both sides are 
more likely to make concessions if there is no danger that these concessions may 
later on be used to their disadvantage if the case should go to arbitration. It is al- 
ways possible that the mediation proceedings may prove ineffective and that the 
case may go to arbitration. In that event, if any concessions offered by either side 
were known to the other side and could be adduced before the arbitrators as offers 
once made, it is obvious that the side which had offered the concessions in the media- 
tion proceedings would be to that extent at a disadvantage in arbitration proceedings. 
The rule above referred to prevents this difficulty and leaves both parties free to 
suggest concessions without fear of future prejudice. In the event of a failure to secure 
a settlement through mediation in any given case, neither party at the end of the 
proceedings would have any definite knowledge of what concessions the other had 
been willing to make, and both are therefore in the same relative position as they 
were when the proceedings began. Neither has gained any tactical advantage, nor 
has either had its side of the case prejudiced by what has passed during the mediation 
proceedings. 

No minutes are taken nor are any formal records kept of what occurs in the meetings 
between the mediators and the respective parties to the controversy. Ordinarily the 
only thing which becomes a matter of formal record is the final articles of settlement 
agreed to and signed by the parties in dispute. 

Unless requested or authorized to do so by the parties to the controversy, the media- 
tors do not make public the terms of settlement agreed upon through mediation. 1 

It is true that these proceedings are carried on by Government officials under 
Government authority and at Government expense, and it might be argued that these 
facts render the controversies public matters. On the other hand, it may beheld that 
since differences between certain classes of employers and employees engaged in 
interstate traffic may, if unadjusted, cause serious public inconvenience and serious 
public loss, the Government merely furnishes the machinery for bringing about an 
amicable settlement if the two parties to a controversy can not themselves come to 
terms; but that, nevertheless, these disagreements remain primarily the concern of 
the employers and employees involved. The mediators, however, are primarily 
concerned only with the policy that will render most effective the operations of the 
law, and it is believed that leaving to the parties in dispute to determine the degree 
of publicity to be given to the terms of settlement is much the best policy. 

i In this respect the treatment of mediation proceedings differs widely from that of arbitration proceed- 
ings. The latter are usually carried on in open hearings, and all the papers, including the award and a 
certified stenographic copy of the testimony, are filed in the clerk's office of the United States circuit court 
and become matters of public record. 



RAILROAD LABOR ARBITRATIONS. 11 

In the event that efforts to secure an agreement through media- 
tion prove unsuccessful, it was provided in section 2 of the law that 
the mediators shall attempt to have the controversy submitted to a 
board of arbitration for settlement. 

Sections 3 to 7, inclusive, of the act specified the form of arbitration 
agreement that should be entered into by the parties to the contro- 
versy. The method of selecting the arbitrators was set forth, and a 
restricted right of appeal to the courts from the award of the arbi- 
trators was granted. 

The law provided that each party to the controversy select one 
arbitrator. Together, these two arbitrators select the third arbi- 
trator, if they arc able to agree within five days after their first meet- 
ing. In the event the third arbitrator is not named in this way 
within the five days, the law provided that he shall be named by the 
presiding judge of the Commerce Court and the Commissioner of 
Labor acting together. 



THE NEWLANDS LAW. 



The next step in legislation relative to mediation and arbitration 
was the so-called Newlands law, approved July 13, 1913. It created 
the offices of Commissioner of Mediation and Conciliation and As- 
sistant Commissioner of Mediation and Conciliation, and further 
provided that the President shall also '''designate not more than two 
other officials of the Government who have been appointed by and 
with the advice and consent of the Senate, who, together with the 
Commissioner of Mediation and Conciliation, shall constitute a board 
to be known as the United States Board of Mediation and Concilia- 
tion." In August, 1916, the board was increased to three members 
by the designation by the President of the Assistant Commissioner 
of Mediation and Conciliation as a member. 

The law in general reen acted the provisions of the Erdman law 
relative to mediation. It also provided for three-member boards 
of arbitration as authorized by the Erdman Act, but, in addition, 
in order to meet the criticism of three-member boards placing too 
much power in the hands of the neutral arbitrator, it provided fur- 
ther for six-member boards of arbitration, composed of two repre- 
sentatives from each side to a controversy, and two neutral members 
representing the public. 

The immediate cause for the passage of the present law grew out 
of the demands of the conductors and trainmen, which had been 
presented, in a concerted movement, some months previously to 42 
eastern railroads in what is known as eastern associated territory. 
The direct negotiations between the parties resulted in a refusal 
by the railroads to grant the demands of the men, on the ground 
that the rates of wages then prevailing were adequate and that the 
employees were working under favorable conditions. A strike vote 
had been taken, resulting in some 97 per cent of the employees vot- 
ing lo withdraw from the service of the railroads unless their de- 
mands were complied with. The situation was an aggravated one 
and reached an acute stage early in July, 1913. The publir mind 
was excited, and the bill which had been pending in Congress for 
some months was, upon the advice of the President, promptly en- 
acted into law to meet the emergency. 



12 RAILROAD LABOR ARBITRATIONS. 



CONTROVERSIES ADJUSTED. 



In the enactment of Federal legislation emphasis was placed upon 
arbitration as a method of settling disputes between transportation 
companies and their employees. Under the operation of the various 
laws ; however, it soon became evident that mediation proceedings 
were to take the leading part. There were in all 48 cases settled on 
request of the parties either by mediation under the Erdman law or 
by arbitrations in accordance with its provisions. Seven of these 
cases were concerted movements, involving many of the various 
classes of employees and involving in each instance a large number 
of railroads, in one case as many as 64 roads. Of these 48 cases 
coming under the Erdman law during the 14 years of its existence 20 
were settled through mediation, 8 were settled by mediation and 
arbitration, and 4 by arbitration alone. In the remaining 16 cases 
the services of the mediators, requested by one of the parties, were 
either refused by the other or direct settlements were reached be- 
tween the parties after the services of the mediators were invoked 
without employing them or resorting to arbitration. 

Since the Newlands law was approved, on July 15, 1913, 56 con- 
troversies have been adjusted by the Board of Mediation and Concili- 
ation. Of this number 45 were settled by mediation and 11 by 
mediation and arbitration. In 20 cases employees made application 
to the board for its services, the railroads applied in 13 cases, and in 
15 cases the railroads and their employees made joint application. 
In 8 cases the board proffered its services, which were accepted. 

ARBITRATION PROCEEDINGS HELD UNDER THE ERDMAN AND NEW- 
LANDS LAWS. 

The following table sets forth in chronological order the railroad 
arbitration proceedings which have been held under the auspices of 
the Federal Government from the passage of the Erdman law to the 
present time. In connection with each case the date of the award 
is shown, together with the members of the arbitration board, the 
place of meetings, and the duration of the proceedings. 



14 



RAILROAD LABOR ARBITRATIONS. 



ARBITRATION PROCEEDINGS UNDER THE ERDMAN ACT, INCLUDING CASES WHERE 

1898, TO 



T'arties to arbitration. 




Arbitrators. 






Date ol 
agreement to 














Railroad company. 


Employees. 


arbitrate. 


Name. 


Occupation. 


-Southern Pacific (At- 


Firemen and 


Jan. 7, 1907 


W. E. Green 


Gen.supt. St. Louis S.W. 


lantic System). 


engine- 






Ry. of Tex. 




men.i 




J. R. Norton 


Attorney 








J. V. Lea 




Southern Pacific (Paci- 


Telegraphers 


Feb. 14,1907 


R. H. Ingram 


(Jen. supt., S. Pac. Co 


fic System). 






H. B. Perham 

Emory R. Johnson. . 


President, O. R. T 

Prjf. transportation and 
commerce, Univ. of Pa. 




Firemen and 


May 29,1909 


Hilary A. Herbert. . 
Thos. W. Hardwick. 


Attorney 




eng ine- 


U. S. Representative 




men.i 




David C. Barrow 


Chancellor, Univ. of Ga. . . 


Illinois Central R. R.; 


Telegraphers 


Dec. 17,1909 


Ira G. Rawn 


President, Monon Route.. 


Yazoo & Mississippi 






John A. Newman. . . 


Vicepres., O. R. T 


Valley R. R.; Indian- 






B. H.Meyer 


Chm. R. R. Com. of Wis- 


apolis Southern R. R. 








consin. 


Certain railroads lead- 


Switchmen.. 


Jan. 19,1910 


CarlR. Gray 


Vice pres., St. L. & S. F. 


ing out of Chicago. 3 






S. E. Heberling 

Stephen S. Gregory.. 


R. R. 
1st vice pres., S. U. of N. A. 
Attorney 


Cleveland, Cincinnati, 


Telegraphers 


Jan. 29,1910 


Horace Baker 


Gen. mgr., Q. & C. route. . 


Chicago & St. Louis 






J. J. Dermody 


Vicepres., O. R. T 


Ry. 






Wm. J. Kerby 


Prof, of sociology, Cath. 
Univ. of America. 


Baltim ore & Ohio 


do 


Feb. 17,1910 


Geo. H. Groce 


Asst. to gen. mgr., 111. Cen- 


Southwestern R. R. 






J. J. Dermody 

Wm. J. Kerby 


tral R. R. 
Vicepres., O. R. T 

Prof, of sociology, Cath. 
Univ. of America. 


52 western railroads i 


Firemen and 


Mar. 25,1910 


W. R. Scott 


Asst. gen. mgr., S. Pac. Co. 




engine- 




Timothy Shea 


1st vice pres., B. L. F. & E . 




men, i 




Wm. L. Chambers . . 


Lawyer, late member of 
Spanish Treaty Claims 
Com. 




Telegraphers 


Apr. 15,1910 


J. S.B.Thompson.. 
J. J. Dermody 


Asst. to pres. of Sou. Ry . . . 
Vicepres., O. R. T 












Wm. R. Vance 


Dean, Geo. Washington 
Univ. Law School. 


Missouri Pacific System. 


do 


May 14, 1910 


Albert W.Sullivan.. 
Frank J. Ryan...... 

Wm. L. Chambers . . 


Gen. mgr., Mo. Pac. Ry... 
Com., Kansas Bd. of R. 

R. Commissioners. 
Lawyer, late member 

Spanish Treaty Claims 

Com. 
Asst. gen. mgr., D. & R. 


Denver & Rio Grande 


Firemen and 


Sept. 17,1910 


W. S.Martin....... 


R. R. 


engine- 






G. R. R. 




men. 1 




W. F. Hynes 


Attorney and counsellor 

at law. 
Lawyer, late member 








Wm. L. Chambers . . 










Spanish Treaty Claims 
Com. 


Coal and Coke Ry 


Eng ineers, 


Apr. 1,1911 


H. B. Spencer 


Vice pres., Sou. Ry 

Pres., Am. R. R. Employ- 




firemen 




P. H. Morrissey 




and en- 






ees and Investors' Assn. 




g inemen,i 




Wendell P. Stafford. 


Justice, Supreme Court, 




conduc- 






District of Columbia. 




tors, and 










trainmen. 








50 eastern railroads 


Firemen and 
eng ine- 
men.i 


Feb. 18,1913 


Wm. L. Chambers . . 

Albert Phillips 

Wm. W. Atterbury . 


Lawyer, late member 
Spanish Treaty Claims 
Com. 

Vicepres., B. of L. F. & E. 

Vice pres., Pa. R. R 



i The Brotherhood of Locomotive Firemen and Enginemen, while primarily an organization of firemen, 
also includes in its membership hostlers and a considerable number of engineers. 

2 The two arbitrators agreed upon a third arbitrator, but, in order to make the appointment legal (five 
days having elapsed), he was appointed by the chairman of the Interstate Commerce Commission and 
the Commissioner of Labor. 



RAILROAD LABOR ARBITRATIONS. 



15 



MEDIATION WAS FIRST INVOKED AND CASES OF ARBITRATION DIRECT, JUNE 1, 
DECEMBER 31, 1911. 



Arbitrators— Continued. 



Chosen by- 



Date chosen. 



Employers. 



Employees 

Chmn. I. C. C. and Com. of Labor 2 . - - 

Employers 

Employees 

Chmn. I. C. C. and Com. of Labor 



Employers 

Employees 

Chmn. l.C. C. and Com. of Labor 2 . . 

Employers 

Employees 

Chmn. I. C. C. and Com. of Labor . . . 



Employers. 



Employees 

Chmn. I. C. C. and Com. of Labor. 

Employers 

Employees 

Chmn. I. C. C. and Com. of Labor. 



Employers. 



Employees 

Chmn. I. C. C. and Com. of Labor 



Employers 

Employees 

Chmn. I. C. C. and Com. of Labor. 



Employers 

Employees 

Chmn. I. C. C. and Com. of Labor. 



Employers. 
Employees. 



Chmn. I. C. C. and Com. of Labor. . 



Employers 

Employees 

Chmn. I. C. C. and Com. of Labor 



Employers. 
Employees. 



Presiding judge Commerce Court 
and Com. of Labor. 3 

....do 



Employers. 
Employees. 



Jan. 



L907 



do 

Jan. 30, 1907 
Feb. 14,1907 
....do 

.Mar. 7, 1907 



May 29, 1909 

....do 

June 19,1909 
Dec. 17,1909 

....do 

Jan. 10, 1910 

Jan. 19, 1910 



....do 

Feb. 23,1910 
Jan. 29, 1910 

---.do 

Feb. 28,1910 



Feb. 17,1910 



....do 

Mar. 7, 1910 



Mar. 25,1910 

---.do 

May 10,1910 



Apr. 15,1910 
....do 

May 18,1910 



May 14,1910 
do 



July 1, 1910 

Sept. 17,1910 

....do 

Oct. 6, 1910 



Apr. 8, 1911 
Apr. 1, 1911 

May 5, 1911 



Mar. 3, 1913 



Feb. 18,1913 
....do 



Hearings by board of arbitration. 



Date of first 
hearing. 



Place. 



Jan. 31,1907 

Mar. 10,1907 

June 21,1909 

Jan. 17, 1910 

Mar. 4, 1910 

Mar. 7, 1910 

Mar. 14,1910 

May 16,1910 

May 24,1910 

July 6, 1910 

Oct. 11,1910 

May 8, 1911 

Mar. 10,1913 



Houston, Tex. 



San Francisco, Cal. 



Atlanta, Ga. 
Chicago, 111. 



.do.., 



Cincinnati, Ohio 



do., 



Chicago, 111 . 



Washington, D. C. 



Date of 
award. 



St. Louis, Mo. 



Denver, Colo. 



Washington, D. C. 



New York . 



Feb. 1, 1907 

Apr. 0, 1907 

June 26,1909 
Feb. 7, 1910 

Mar. 22,1910 

Mar. 2S,1910 

Apr. 4, 1910 

June 4, 1910 

June 11,1910 
July 28,1910 

Nov. 1, 1910 
May 27,1911 
Apr. 23,1913 



* For details as to roads involved, see Chapter 6. 

< For details as to roads involved, see Chapter 9. 

5 The two arbitrators agreed upon a third arbitrator, but, in order to make the appointment legal (five 
days having elapsed), he was appointed by the presiding 'udge of the Commerce Court and the Commis- 
sioner of Labor. 



16 



RAILROAD LABOR ARBITRATIONS. 

ARBITRATIONS UNDER THE NEWLANDS ACT DURING 



Parties to arbitration. 



Railroad company. 



Baltimore & Ohio 

Baltimore & Ohio Southwestern 

Bessemer & Lake Erie 

Boston & Albany 

Boston & Maine 

Buffalo, Rochester & Pittsburgh 

Buffalo & Susquehanna 

Central New England 

Central Railroad of New Jersey 

Chicago, Indianapolis & Louisville , 

Chicago, Indiana & Southern. 

Chicago, Terre Haute & Southeastern 

Cincinnati, Hamilton & Dayton 

Cincinnati Northern 

Cleveland, Cincinnati, Chicago & St. Louis 

Dayton & Union 

Delaware & Hudson . 

Delaware, Lackawanna & Western 

Detroit, Toledo & Ironton 

Grand Rapids & Indiana 

Hocking Valley 

Kanawha & Michigan 

Lake Erie & Western 

Lake Shore & Michigan Southern 

Lehigh & Hudson River 

Long" Island 

Maine Central 

Michigan Central 

New York Central & Hudson River 

New York, Chicago & St. Louis 

New York, New Haven & Hartford 

New York, Ontario & Western 

New York, Philadelphia & Norfolk 

Pennsylvania Lines, East 

Pennsylvania Lines, West 

Philadelphia & Reading 

Rutland 

Toledo & Ohio Central 

Vandalia 

Western Maryland 

Wheeling & Lake Erie 

Zanesville & Western .... r 

Chicago & Western Indiana 

Belt Railway Co. of Chicago 



Chicago, Burlington & Quincy. 



Wheeling & Lake Erie 

Wabash-Pittsburgh Terminal 
West Side Belt Ry 



Southern Railway. 



Employees. 



Conductors. 
Trainmen.. 



(Engineers 
i Firemen . 
[Trainmen 



/Conductors. 
1 Trainmen.. 



' Telegraphers.. 
Telephoners. . . 
Station agents. 
[Signalmen 



/Maintenance o f 
\ way employees. 



Date of 

agreement to 

arbitrate. 



•July 26,1913 



Aug. 0, 1913 



Aug. 27,1913 



Nov. 7,1913 



•Nov. 3, 1913 



Arbitrators. 



Name. 



W. W. Atterbury... 

A.H. Smith , 

Lucius E. Sheppard 

Daniel E. Cease 

John H. Finley 

Seth Low , 



F. A. Burgess 

W. J. Jackson 

E. S. Huston... 

fE. R.Curtis 

E. L. Harrigan 

Fairfax Harrison i 

P. H. Morrissey 

Gerrit J. Diekema 

Henry S. Boutell 

D. R. Webner 

H. B. Chapman 

D. G. Ramsay 

S. J. Konenkamp 

Alexander H. Hadden 
James R. Garfield 

D. W. Lum 

T. H. Gerry 

H. A. Herbert 



1 On Dec. 2, 1913, Pierce Butler, lawyer, was appointed arbitrator in place of Fairfax Harrison, resigned. 



RAILROAD LABOR ARBITRATIONS. 

THE FISCAL YEARS ENDED JUNE 30. 1914 AND 1915. 



17 



Arbitrators— Continued. 



Occupation. 



Vice pres. Pennsylvania 
U. R. 

Vice pres. New York 
Central Lines. 

Vice pres. Order of Kail- 
way Conductors. 

Editor and publisher 
Railroad Trainman. 

President College of the 
City of New York. 

President National Civic 
Federation. 



Asst. grand chief, 
Brotherhood of Loco- 
motive Engineers. 

Gen. mgr., Chicago & 
Eastern Illinois R. R. 

Lawyer 



Vice pres. Order of Rail- 
way Conductors. 

Gen. chmn. grievance 
committee, N. P. R. R. 

Pres. Chicago, Indian- 
apolis <fc Louisville Ry. 

Asst. to vice pres. C. B. 
&Q. R. R. 

Lawyer 



do. 



Trainmaster Wheeling & 

Lake Erie Ry. 

Lawyer 

....do 

Int. pres. Commercial 

Telegraphers' Union of 

America. 
Lawyer 



.do. 



Eng. of maint. of way 

Southern Ry. 
Gen. chmn., maint. of 

way employees. 
Lawyer 



Chosen by. 



Date chosen. 



Hearing by board of arbitra- 
tion 



Date of first 
hearing. 



Roads 

....do 

Employees... 

....do 

Other arbitra- 
tors. 
....do 



Employees. 



Roads. 



U.S. Board of 
M. and C. 

Employees..., 

....do 

Road 

....do 

U.S. Board of 
M. and C. 

do 

Roads 



Employees 

U. S. Board of 
M. and C. 



51393°— S. Doc. 493, 64-1- 



....do 

Employees 

....do , 



Other arbitra- 
tors. 

....do 

Road 



July 29,1913 

....do 

Aug. 19,1913 
Aug. 25,1913 
Sept. 1,1913 
....do 



Aug. 8,1913 

Aug. 11,1913 
Aug. 22,1913 
Aug. 27,1913 

do 

Sept. 1,1913 

do 

Oct. 29,1913 



....do 

Nov. 14,1913 



....do 

Nov. 18,1913 
....do 



Dec. 10,1913 



....do 

Oct. 30,1913 



do 

Nov. 10,1913 



Sept. 11,1913 



Aug. 28,1913 



Nov. 3. 1913 



Dec. 29,1913 



Nov. 17,1913 



Place. 



New York 

N. Y. 



Chicago, 111 



.do 



Date of 
award. 



Nov. 10,1913 



Sept. 17, 1913 



Feb. 19,1914 



Cleveland, 
Ohio. 



Washington, 
D.C 



Jan. 13,1914 



Dec. 17,1913 



18 



RAILROAD LABOR ARBITRATIONS. 

ARBITRATIONS UNDER THE NEWLANDS ACT DURING 



Parties to arbitration. 


Date of 
agreement to - 
arbitrate. 


Arbitrators. 


Railroad company. 


Employees. 


Name. 




(Telegraphers 

1 Station agents 

[Signalmen 


iFeb. 5, 1914 
|Mar. 21,1914 

Uug. 3,1914 




New York, Chicago, & St. Louis 














A. W. Anderson 

Stanton J. Peelle 


Georgia & Florida 
















Ninety-eight western railroads 








W L Park 




Jeter C. Pritchard 







RAILROAD LABOR ARBITRATIONS. 

THE FISCAL YEARS ENDED JUNE 30, 1914 AND 1915— Continued. 



19 



Arbitrators— Continued. 


Hearing by board of arbitra- 
tion. 


Date of 


Occupation. 


Chosen by. 


Date chosen. 


Date of first 
hearing. 


Place. 


award. 


Lion. supt. Chicago Great 

Western Ry. 
U. S. circuit judge 


Road 


Feb. 14,1914 

May 15,1914 

May 23,1914 
Mar. 21,1914 

Mar. 23,1914 
Apr. 20,1914 
Aug. 10,1914 

Aug. 11,1914 

do 

do 

Nov. 21,1914 

do 


•May 25,1914 
Apr. 28,1914 

Nov. 30,1914 


Chicago, 111 . . . 
Augusta, Ga . . 

Chicago, 111 . . . 




U.S. Board of 
M.andC. 

Employees 

do 

Road 


June 13,1914 


Gen. climn. Brother- 
hood of Locomotive 
Engineers. 

Gen. mgr. Charleston & 
Western Carolina Ry. 

Judge U. S. Court of 
Claims (retired). 

Asst. grand chief Brother- 
hood of Locomotive 
Engineers. 

Asst. pres. Brotherhood 
of Locomotive Firemen 
and Enginemen. 

Vice. pres. C.B.& O.R.R. 

Vice. pres. 111. Cen.R.R.. 

U. S. circuit judge 


May 9,1914 
Apr. 30,1915 


U.S. Board of 

M. and C. 
Employees 

do 

Roads 

do 

U.S. Board of 

M. and C. 
do 











n. 

SOUTHERN PACIFIC CO. (ATLANTIC SYSTEM) AND BROTHER- 
HOOD OF LOCOMOTIVE FIREMEN AND ENGINEMEN: 1907. 

(Arbitration between the Southern Pacific Co., Atlantic System, embracing the 
following railroads: The Galveston, Harrisburg & San Antonio Railway Co., The 
Texas & New Orleans Railroad Co., The Louisiana Western Railroad Co., Morgan's 
Louisiana & Texas Railroad & Steamship Co., and the Iberia & Vermillion Railroad 
Co., and the Brotherhood of Locomotive Firemen and Enginemen.) 

The board of arbitration selected for the adjustment of the contro- 
versy under review was composed as follows: 

J. V. Lea, lawyer, appointed by the chairman of the Interstate 
Commerce Commission and the United States Commissioner of Labor. 

W. E. Green, general superintendent St. Louis Southwestern 
Railway of Texas, selected by the railroads. 

J. B. Norton, lawyer, selected by the Brotherhood of Locomotive 
Firemen and Enginemen. 

CONTROVERSY. 

The matter submitted to arbitration involved conflicting claims of 
the Brotherhood of Locomotive Engineers and the Brotherhood of 
Locomotive Firemen and Enginemen respecting seniority rights of 
switch engineers employed on the Sunset Central lines of the Southern 
Pacific Co., and presented an issue in which the Southern Pacific Co. 
professed to have but an indirect interest. Stated briefly, an agree- 
ment between the engineers and the railroad entered into in 1903 
stipulated in part that road engineers laid off through slack business 
might displace switch engineers if such road engineers were older in 
service. In May, 1904, the firemen secured a letter from W. G. Van 
Vleck, the general manager of the Texas lines of the Southern Pacific 
Co., agreeing that road engineers could only displace switch engineers 
when older in combined service as fireman and engineer. In May, 
1906, the contract between the railroad company and the engineers 
was reopened and the clause concerning displacement of switch 
engineers rewritten so as to provide that age in service as an engineer 
should alone be taken into account. On the part of the firemen it 
was contended that the ruling contained in the letter of the general 
manager constituted an amendment to their contract with the com- 
pany and could not be abrogated without 30 days notice. The rail- 
road company, while denying that the letter in question constituted 
an amendment to the firemen's contract, agreed to accept any settle- 
ment which might be agreed upon between the two organizations. 

As submitted to arbitration by agreement entered into on January 
7, 1907, the issues presented to the board of arbitration were as 
follows : 

(a) Did the letter of W. G. Van Vleck, addressed to C. W. Maier, dated May 26, 
1904, constitute an amendment to the agreement entered into between the first par- 
ties and the Brotherhood of Locomotive Firemen and Enginemen, effective April 1, 
1903? 

(6) Should it be decided that the said letter of May 26, 1904, did not constitute an 
amendment to the said agreement of April 1, 1903, and therefore not binding on the 
first parties, or any of them, then all matters now in controversy between the parties 
hereto shall be considered closed and finally disposed of and shall not again be 
reopened? 
20 



EAILROAD LABOR ARBITRATIONS. 21 

(c) Should it be decided that the said letter of May 26, 1904, constituted an amend- 
ment to the said agreement of April 1, 1903, then the arbitrators shall decide the 
further questions as follows: 

(1) Upon what company or companies did the said letter become thus binding? 

(2) Upon what date did the said letter become thus binding? 

(3) During what period did the said letter remain thus binding? 

(d) It is hereby stipulated and agreed between the parties hereto, in advance of 
arbitration' provided for by these presents, that whatever binding effect, if any, the 
arbitrators may decide attached to said letter of May 26, 1904, such binding effect 
was absolutely terminated on May 1, 1906. 

(c) It is further agreed between the parties hereto that if the said board of arbitration 
shall decide that said letter of May 26. 1904. ever constituted an amendment to the 
said agreement of April 1. 1903, the said board shall determine what, if any, pecuniary 
loss or damage any employee claiming under the said agreement of April 1, 1903, has 
sustained by reason of the termination on May 1, 1906, of the said amendment, if any 
Provided, however \ That no decision which the said board of arbitration may render 
shall in any wise, or to any extent, contravene any of the provisions of the agreement 
between the parties of the first part, and the Brotherhood of Locomotive Engineers, 
effective February 1, 1903. or any provision of the supplement to the said agreement 
effective May 1, 1906: And provided further, That no fireman who shall be, or who has 
bees promoted to the position of switch or road engineer shall be entitled to any sen- 
iority for any period spent in the service of the parties of the first part, or any of them, 
as fireman: And provided fur [her. That upon the payment by the first parties to the 
employee or employees, if any, whom the said board may by their decision find have 
Bij^iered pecuniary loss or damage of the amount of such loss or damage as may be 
fixed by the board, then all matters now in controversy between the parties hereto 
hall be considered closed and finally disposed of, and shall not again be reopened. 

FINDINGS OF THE BOARD OF ARBITRATION. 

Hearings before the board of arbitration continued from its or- 
ganization on January 31, 1907, until the afternoon of the day follow- 
ing, when the arbitration was concluded upon the presentation to the 
board of a settlement agreed to in writing by the parties to the con- 
troversy. This agreement was unanimously adopted and announced 
as the award of the board of arbitration, and as set forth in the official 
record was as follows: 

(a) That the ruling contained in the letter of W. G. Van Yleck to C. W. Maier, dated 
May 26, 1904, constituted an amendment to the agreement entered into between the 
Texas & New Orleans Railroad Co. and the Galveston. Harrisburg & San Antonio Rail- 
way Co., and the Brotherhood of Locomotive Firemen, effective April 1, 1903, but did 
not constitute an amendment binding upon the other companies parties to the said 
agreement, or parties to this arbitration agreement. This finding shall be a determi- 
nation only of the effect of the letter of May 26, 1904. 

(h) The said letter became binding on the Texas & New Orleans Railroad Co. and 
the Galveston, Harrisburg & San Antonio Railway Co. May 26, 1904, and remained in 
full force and effect until May 1, 1906, but the Brotherhood of Locomotive Firemen in 
good faith considered the said letter in force and effect until January 7. 1907. 

(c) There being no evidence before this board that any employee of the Texas & 
New Orleans Railroad Co. and the Galveston, Harrisburg & San Antonio Railway Co., 
claiming under the said agreement of April ] . 1903, or the amendment thereto of May 
26. ] 904, has suffered any pecuniary loss or damage by reason of the termination of the 
said amendment to the said agreement, this board finds that no pecuniary loss or dam- 
age has been sustained by any employee claiming under the said agreement or amend- 
ment thereto, and that all matters of every nature whatsoever in controversy on Jan- 
uary 7, 1907, or prior thereto, between the parties to this arbitration agreement, have 
been and they are fully and finally disposed of and shall not again be reopened under 
any existing contracts. 

APPLICATION OF AWARD. 

The following table shows, by classes of engines and branches of 
service, the rates in effect before and after the arbitration award, and 
the amount and per cent of increases granted by the arbitration board: 



22 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1907 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 
100 miles or 10 
hours or less. 


Increase. 




1906 


1908 


19p6 


1908 


1906 


1908 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000>: 

Coal 


13 

106 


11 
141 


64 
64 


59 
59 










Oil 










Switching (11 consecutive hours)— 
First year 


$1.50 
1.75 
2.00 
2.00 
2.00 








Second year 
















After 


























$2.25 
2.15 


$0. 25 
.15 


12 5 












7 5 


Class B3, OOOo>: 

Coal 


18 

77 


2 
105 


56 
56 


61 
61 




Oil 










Passenger— 

110,000 to 140,000 pounds on 
drivers — 
Valley : 


2.25 
2.84 

2.35 
2.97 

3.75 








Mountain 












Over 140,000 pounds on drivers- 
Valley 










2.50 
3.12 


.15 
.15 


6 4 












5 1 


Between Rocklin and 












Cylinders 18 inches and over — 
Valley 










2.25 
2.98 






















Class B4, OOOOo>: 

Coal 


19 

188 


41 
266 


90 
90 


91 
91 








Oil 










Passenger — 

Cylinders 18 inches and over- 
Valley 




2.25 
2.98 






















110,000 to 140,000 pounds on 
drivers- 
Valley 










2.25 
2.84 

.2.35 
2.97 
3.75 






















Over 140,000 pounds on drivers— 
Valley 










2.50 
3.12 


.15 
.15 


6.4 












5.1 














Class C2, OOoo>: 

Coal 


22 
177 


5 
185 


28 
28 


29 
29 








Oil 










Passenger — 

Cylinders 18 inches and over- 
Valley 




2.25 
2.98 






















110,000 to 140,000 pounds on 
drivers- 
Valley 










2.25 

2.84 

2.35 
2.97 
3.75 






Mountain 
















Over 140,000 pounds on drivers- 
Valley 










2.50 
3.12 


.15 
.15 


6.4 


Mountain 










5.1 














Class C 3, OOOoo>: 
Coal 


49 

188 


23 
244 


44 
44 


50 
50 








Oil 










Passenger — 

Cylinders 18 inches and over — 
Valley 




2.25 
2.98 






















110,000 to 140,000 pounds on 
drivers — 
Valley 










2.25 

2.84 

2.35 
2.97 






















Over 140,000 pounds on drivers — 
Valley 










2.50 
3.12 


.15 
.15 


6.4 


Mountain 










5.1 



RAILROAD LABOR ARBITRATIONS. 



23 



Rates paid to locomotive firemen before and after the arbitration of 1907 and amount ami 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per dav of 
100 miles of 10 
hours or less. 


Increase. 




1906 


190S 


1900 


1908 


1906 


1908 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES — COIltd. 

Class C4, OOOOoo>: 

Coal 


1 
21 


1 
If. 


64 

(14 


65 
65 










Oil 










Passenger— 

Cylinders 18 inches and over — 
Valley 




$2.25 
2.98 






















110,000 to 140,000 pounds on 
drivers — 
Valley 










$2.25 
















2.84 

2.35 
2.97 
3.75 








Over 140,000 pounds on drivers— 
Valley 










2.50 
3.12 


£0.15 
.15 


6.4 












5.1 














Class D2, oOO> (oil) 


2 


2 


14 


14 












2.25 


2.25 


.00 


.0 


Class E3, oO()Oo> (oil) 


7 


7 


40 


40 




Cylinders IS inches and over- 
Oakland 


2.50 
2.50 

2.50 
2.50 


2.75 
2.75 

2.75 
2.75 


.25 
.25 

.25 
.25 


10.0 












10.0 


Cylinders under 18 inches- 
Oakland 










10.0 


Portland 










10. C 


Class F2,oOOoo>: 

Coal 




7 
34 




53 

53 




Oil 












Passenger- 
Valley 






2.25 
2.98 

2.50 
3.12 


















- 


Over 140,000 pounds on drivers- 
Valley 
















Mountain 
















Class F3, oOOOoo>: 


11 


If. 
12 


70 


71 
71 








Oil 










Passenger — 

Valley 




2.35 
2.97 


2.50 
3.12 
3.90 


.15 
.15 


6.4 


Mountain 










5.1 


Between Rocklin and Truckee. . . 












FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class B3, OOOo>: 

Coal 


25 


51 
15 


73 
73 


73 
73 








Oil 










Freight- 
Less than 110,000 pounds on 
drivers — 
Valley 


2.46 
2.82 

2.09 
2.96 
2.96 

2.82 
3.10 
3.10 

3.75 








Mountain 
















110,000 to 140,000 pounds on 
drivers — 

Valley 










2.69 
2.96 
3.21 

2.82 
3.10 
3.35 

3.90 


.00 
.00 
.25 

.00 
.00 
.25 

.15 


.0 


Mountain, 8 miles per hour. . . 










.0 


Mountain, 10 miles per hour. . 










8.4 


Over 140,000 pounds on drivers— 
Vallev 










.0 


Mountain, 8 miles per hour.. . 










.0 


Mountain, 10 miles' per hour.. 










8.1 


Between Rocklin (1906), 
Roseville (1908), and 
Truckee 











4.0 



24 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1907 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 





Number. 


Average 

weight on 

drivers • 

(tons). 


Rate per day of 
100 miles or 10 
hours or less. 


Increase. 




1906 


1908 


1906 


1908 


1906 


1908 


Amount. 


Per cent. 


four-cylinder compound locomo- 
tives— continued. 

Class B4, OOOOo>: 

Oil w 


7 




90 












Freight — 

Less than 110,000 pounds on 
drivers — 
Valley 




$2.46 
2.82 

2.69 
2.96 

2.82 
3.10 
3.75 
























110,000 to 140,000 pounds on 
drivers — 
Valley 
































Over 140,000 pounds on drivers— 
Vallev - 
































Between Rocklin and Truckee 
















Class C 3, OOOoo>: 

Coal 


7 
5 


8 


71 
71 


71 








Oil 










Freight- 
Less than 75,000 pounds on 
drivers — 
Valley 




2.46 
2.82 

2.69 
2.96 
2.96 

2,82 
3.10 
3.10 
3.75 
























110,000 to 140,000 pounds on 
drivers — 
Valley 










$2. 69 
2.96 
3.21 

2.82 
3.10 
3.35 

4.00 


SO. 00 
.00 
.25 

.00 
.00 
.25 
.25 


0.0 












.0 












8.4 


Over 140,000 pounds on drivers- 










.0 


Mountain, 8 miles per hour... 










.0 


Mountain, 10 miles per hour.. 










8.1 


Between Rocklin and Truckee 










6.7 


Class F2, oOOoo>: 

Coal 


9 

20 


9 
13 


53 
53 


53 




Oil 


53 










Passenger — 

Cylinders 18 inches and over — 
Valley 




2.25 
2.98 






















110,000 to 140,000 pounds on 
drivers — 
Valley 










2.25 
2.84 

2.35 
2.97 
























Over 140;000 pounds on drivers- 
Valley 










2.50 
3.12 
3.90 


.15 

.15 


6.4 












5.1 














TWO-CYLINDER COMPOUND OR CROSS- 
COMPOUND LOCOMOTIVES. 

Class B4, OOOOo>: 
Oil 


22 














Freight — 

110,000 to 140,000 pounds on 
drivers- 


2.69 
2.96 
2.96 

2.82 
3.10 
3.10 
3.75 


2.69 
2.96 
3.21 

2.82 
3.10 
3.35 
3.75 


.00 
.00 
.25 

.00 
.00 
.25 
.00 


.0 












.0 












8.4 


Over 140,000 pounds on drivers— 










.0 












.0 












8.1 


Between Rocklin and Truckee. 










.0 



RAILROAD LABOR ARBITRATIONS. 



25 



Rates paid to locomotive firemen before and after the arbitration of 1907 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 
100 miles or 10 
hours or less. 


Increase. 




1906 


1908 


1906 


1908 


1906 


1908 


Amount. 


Per cent. 


TWO-CYLINDER COMPOUND OR CROSS- 
COMPOUND locomotives — continued. 

Class C 3, OOOoo>: 

Oil 


8 


4 


50 


50 










Freight— 

lli),iiOO to 140,000 pounds on 
drivers— 
Valley 


%2. 09 
2.96 
2.96 

2; S2 
3.10 
3.10 
3.75 


$2. m 

2.96 
3. 21 

2.82 
3.10 

:-!.:i r > 
3.75 


$0.00 
. 00 
.25 

.00 
.00 
.25 
.00 


0.0 












.0 












8.4 


Over 140,000 pounds on drivers- 
Valley 










.0 












.0 


Mountain, 10 miles per hour.. 










8.1 












.0 


Class C4, O()00oo>: 

Oil 


32 


30 


65 


65 




Freight— 

110,000 to 140,000 pounds on 
drivers- 
Valley 


2.69 
2.96 
2.96 

2.82 
3.10 
3.10 
3.75 


2.69 
2.96 
3.21 

2.82 
3.10 
3.35 
3.75 


.00 
.00 
.25 

.00 
.00 
.25 
.00 


.0 












.0 












8 4 


Over 140,000 pounds on drivers— 
Vallev 










.0 












.0 












8.1 


Between Rocklinand Truckee 










.0 















III. 

SOUTHERN PACIFIC CO. (PACIFIC SYSTEM) AND ORDER OF 
RAILROAD TELEGRAPHERS: 1907. 

(Arbitration between the Southern Pacific Co., Pacific system; lines east of Sparks 
and lines in Oregon, and the Order of Railroad Telegraphers.) 

By agreement dated February 14, 1907, the requests of telegraphers 
employed on the Pacific system of the Southern Pacific Co. for 
improvements in working conditions and higher rates of pay were 
submitted to arbitration under the terms of the so-called Erdman 
Act, the proceedings involving about 1,250 employees who were 
represented in the arbitration proceedings by officials of the Order of 
Railroad Telegraphers. The arbitration board selected to hear the 
case was composed as follows: 

Emory R. Johnson, professor transportation and commerce, Uni- 
versity of Pennsylvania, appointed by the chairman of the Interstate 
Commerce Commission and the United States Commissioner of 
Labor. 

R. H. Ingram, general superintendent Southern Pacific Co., 
selected by employer. 

H. B. Perham, president Order of Railroad Telegraphers, selected 
by employees. 

The board was organized with Prof. Johnson as chairman, and 
held its first hearing March 16, 1907. The arbitration award was 
announced April 6 following. 

DEMANDS OF EMPLOYEES. 

As set forth in the arbitration agreement, the stipulations respect- 
ing changes in working conditions and rates of pay, as submitted to 
arbitration, were as follows: 

(a) Whether members of the Order of Railroad Telegraphers in 
the employ of the employer shall legislate for their train dispatchers 
respecting rates of pay, hours of service, or otherwise. 

(b) The question of a reduction in hours of service on Sundays for 
employees to five hours. 

(c) The question of percentage of general increase in salaries of 
employees. 

(d) The question of eliminating from the operation of the schedule 
certain important agencies where the duties of soliciting traffic are 
paramount. 

FINDINGS OF THE BOARD OF ARBITRATION. 

The testimony presented to the board of arbitration included, in 
addition to a large volume of exhibits filed with the board, oral state- 
ments and depositions covering a total of 1,500 typewritten pages 
in the official record of the proceedings. Upon the conclusion of 



RAILROAD LABOR ARBITRATIONS. 27 

the hearings and after consideration of the testimony, exhibits, etc., 
the board announced its award as follows: 

(a) That the members of the Order of Railroad Telegraphers in 
the employ of the employer shall not legislate for train dispatchers 
regarding rates of pay, hours of service, or otherwise. Concurring, 
R. H. Ingram and Emory R. Johnson; dissenting, H. B. Perham. 

(b) That the regular hours of service on Sunday shall be one-half 
the regular hours of labor on other days, provided that at any station 
where it is impracticable or inconvenient for the employer to arrange 
the service so as to reduce Sunday labor to one-half time, he may 
arrange to give the employee leave of absence on full pay- for 26 days 
per annum at such time or times as will cause the employer and the 
public the least inconvenience. Concurring, II. B. Perham and 
Emory R. Johnson; dissenting, R. H. Ingram. 

(c) That the percentage of general increase in salaries of employees 
shall be 7-| per eent; and that the apportionment of this general 
increase among division and subdivisions of the employer's lines 
shall be such as may be mutually agreed upon by the employer and 
the Order of Railroad Telegraphers. Concurring, H. B. Perham and 
Emory R. Johnson; dissenting, R. H. Ingram. 

(d) That the appointment of station agents whose regular duties 
do not include telegraphic work and whose annual earnings in the 
form of salaries and commissions equal or exceed $1,300 shall not be 
controlled by the schedule or agreement between the empk^er and 
the Order of Railroad Telegraphers. Concurring, R. H. Ingram and 
Emory R. Johnson; dissenting, H. B. Perham. 

EXCEPTIONS TO THE ARBITRATION AWARD. 

As a result of the findings of the board of arbitration with respect 
to the issues involved in articles (a) and (d) of the stipulations sub- 
mitted to arbitration the employees involved in the controversy 
availed themselves of the provisions of section 4 of the act under 
which the arbitration was held, which provided for an appeal to the 
courts from the decision of the arbitrators. This section provided 
that the award, papers, and proceedings, including the testimony 
relating thereto, certified by the arbitrators should be filed in the 
clerk's office of the circuit court of the United States for the district 
wherein the controversy arose or the arbitration was entered into 
and should be final and conclusive upon both parties, unless set 
aside for error of law apparent in the record. After the filing of the 
award the parties were given 10 days within which to file exceptions 
thereto preparatory to an appeal. The right of appeal under the 
Erdman Act was first to the circuit court of the United States and 
after a decision of the circuit court, either party had a further right 
of appeal to the, circuit court of appeals. 

In pursuance of the provisions of section 4 of the act exceptions 
to the award made in response to issues (a) and (d) were filed in the 
United States Circuit Court of the Northern District of California 
by the employees on April 17, 1907. With respect to these issues it 
was alleged that the award was contrary to law and not supported 
by the evidence, and that the board erred in admitting evidence per- 
taining to matters outside of and not responsive to the questions 
submitted to arbitration. It was further alleged with respect to 



28 RAILROAD LABOR ARBITRATIONS. 

clause (d) that the board attempted to decide questions which were 
never submitted to arbitration. Subsequently, the employees, on 
April 22, filed a notice that they would apply for entry of judgment 
on the awards made on the respective questions submitted to arbi- 
tration under articles (b) and (c). 

In a decision rendered August 12, 1907, the court sustained the 
award of the board of arbitration as to clause (a), and sustained the 
exceptions filed by the employees as to the findings of the board 
with respect to clause (d), this finding being nugatory and not bind- 
ing upon either party. In overruling the motion for entry of judg- 
ment under clauses (b) and (c) the court stated that it was doubtful 
whether under the general rules applicable in such cases the issue 
submitted were not so interdependent that they must all stand or 
fall together, and held that until the final disposition of the case no 
part of the award became effective. 

The action of the district court with respect to the exceptions 
filed by the employees was followed by a further appeal by the rail- 
road company from the court's decision to the circuit court of ap- 
peals. On June 1, 1908, no hearing on the second appeal having been 
reached in the meantime, the parties to the controversy, as a result 
of negotiations with one another reached an agreement by which the 
litigation in court was abandoned and the controversy finally settled. 

Under this agreement the issue involved in clause (d) was settled 
by excluding from the operation of the schedule or agreement such 
positions of station agent as had been excluded under the arrange- 
ment in force prior to the arbitration. Application of the wage in- 
crease of 7^ per cent was made on a flat percentage basis, the two 
parties being unable to agree on any other basis of distribution. With 
the exception of the modifications agreed to in the case of clause (d), 
the issues involved were thus adjusted substantially in accordance 
with the award rendered by the board of arbitration. 

CONCLUSIONS. 

From the foregoing review it is seen that the employees, as a result 
of the arbitration, secured, in addition to an increase of 7J per cent in 
rates of pay, the adoption of a rule providing for a reduction of the 
hours of service on Sunday to one-half the regular hours obtaining 
on week days, or in lieu thereof an allowance of 26 days annual leave 
of absence with pay. 

The issue involved in article (a), respecting the question as to 
whether or not telegraphers should legislate for train dispatchers 
with respect to conditions of employment was decided adversely to 
the contention of the employees, and a basis of settlement agreed to 
with respect to the question of eliminating certain agencies from the 
operation of the agreement between the telegraphers and the railroad, 
which was apparently acceptable to both sides. 



rv. 

GEORGIA RAILROAD AND BROTHERHOOD OF LOCOMOTIVE 
FIREMEN AND ENGINEIV{EN : 1909. 

(Result of arbitration between the Georgia Railroad and its terminals and the 
Brotherhood of Locomotive Firemen and Enginemen.) 

The arbitration proceedings described below involved on the one 
hand the Georgia Railroad, a corporation operating approximately 
300 miles of railroad, with terminals in the city of Atlanta, and on 
the other about SO employees of the company, including firemen, 
enginemen, and hostlers. Arbitration proceedings followed unsuc- 
cessful efforts of Federal officials to adjust by mediation a disagree- 
ment' between the railroad and the employees over a series of regu- 
lations proposed by the latter, governing conditions of employment. 
Stipulations for arbitration were agreed to May 29, 1909, the arbitra- 
tors being as follows: 

David C. Barrow, chancellor University of Georgia, appointed by 
the chairman of the Interstate Commerce Commission and the United 
States Commissioner of Labor. 

Hilary A. Herbert, attorney, selected by the railroad company. 

Thomas W. Hardwick, Member of Congress, selected by employees. 

DEMANDS OF THE EMPLOYEES. 

The regulations proposed by the employees, and submitted to 
arbitration, were embraced in a series of six articles designated by 
the letters of the alphabet (a) to (/)_, inclusive. Of these requests, 
articles (a), (c), and (e) embodied the paramount issues of the contro- 
versy, article (a) stipulating that the Georgia Railroad should not use 
negroes as locomotive firemen, nor as hostlers nor assistant hostlers, 
article (c) stipulating that all firemen when hired should be placed in 
freight yard or hostling service , the senior white firemen to have 
preference of engines and runs; and article (e), that passenger, 
through, local freight, and yard engines should not be blocked by 
nonpromotable men. 

Article (b) contained proposed rules governing promotion and the 
class of service in which firemen should be placed when hired, and 
article (/), the stipulation that firemen should not be required to 
throw switches, flag street crossings or trains except in cases of 
emergency. _ No change in the wage scale was proposed other than 
as involved in article (d), which stipulated that hostlers should receive 
their existing rates of pay, assistant hostlers to be considered as 
yard firemen and paid yard firemen's rates; extra firemen when used 
as hostlers to receive the rate paid to hostlers. 

FINDINGS OF THE BOARD OF ARBITRATION. 

The hearings of the board of arbitration were conducted at Atlanta, 
Ga., beginning June 21, 1909, and ending June 26, when the board 
announced its award. 

29 



30 RAILROAD LABOR ARBITRATIONS. 

With respect to the request for the exclusion of negroes from 
employment in the occupations specified, the board awarded that 
negroes when employed in such positions should" be paid the same 
wages as white men in similar positions. The award in response to 
this issue was concurred in by Arbitrators Herbert and Barrow, 
Arbitrator Hardwick dissenting in the following statement : 

In so far as the above finding* permits the continued employment of negro firemen 
by the Georgia Railroad, I dissent therefrom, because I believe from the evidence 
that such employment is a menace to the safety of the traveling public. In so far as 
such rinding requires that when negroes are so employed, they shall receive the 
wages equal to those paid to white men, I concur therein, believing that such require- 
ment, by removing the principal incentive for their employment, will result in the 
speedy elimination of this cheaper labor, and a consequent improvement of the 
service. 

The regulations requested by the employees in article (d) were 
awarded by the board, and the proposals contained in articles (c) and 
(/) disallowed, Arbitrator Hardwick dissenting from the decision of 
the board with respect to article (c). With modifications in certain 
details, the employees were also awarded the rules requested in 
articles (b) and (e). 

The award of the board of arbitration as compared with the 
requests of the employees is shown below in detail, the articles of the 
requests and the awards being shown in parallel columns. With the 
exception of changes in the rules governing seniority and promotions, 
no material modifications of the working conditions in effect on the 
railroad before the award were involved in the various findings of the 
board. 

Article A. 



REQUESTS OP THE LOCOMOTIVE FIREMEN, 
ENGINEMEN, AND HOSTLERS. 



AWARD OF THE BOARD OF ARBITRATION. 



That the Georgia Railroad Co. and its The Georgia Railroad, when using ne- 

terminals at Atlanta will not use negroes groes as locomotive firemen on the road or 

as locomotive firemen on the road or in in the yards, or as hostlers, or as hostlers' 

the yards, nor as hostlers nor assistant helpers, shall pay them the same wages as 

hostlers. white men in similar positions. 

Article B. 

That firemen shall have three years' Firemen in the line of promotion to the 
experience before being promoted to the position of engineer shall have three 
position of engineer, and shall be pro- years experience before being promoted 
moted in the order of their seniority, pro- to the position of engineer, and shall be 
vided they are able to pass all reasonable promoted in the order of their seniority, 
examinations. If they refuse or fail to provided they are able to pass all reason- 
pass the first examination, they will be able requirements and examinations. If 
reduced to freight service without losing they refuse or fail to pass the first exami- 
their seniority, and the next senior man nation, they will be reduced to freight 
in turn will be called on to pass. Failing service without losing their seniority, and 
on second examination, they will be re- the next senior man in turn will be called 
duced to bottom of extra list or disposed of on to pass. Failing on the second exami- 
as the company desires. White firemen nation, they will be reduced to bottom of 
now in the service who are physically in- extra list, or disposed of as the company 
capacitated for service will not be subject desires. Firemen now in the service 
to this rule. When firemen are promoted who are physically incapacitated for 
to the position of engineer, they shall be service will not be subject to this rule, 
given certificate of promotion signed by When firemen are promoted to the posi- 
the examiner. tion of engineer, they shall be given cer- 
tificate of promotion, signed by the 
examiner. 



KAILROAD LABOR ARBITRATIONS. 31 

Article C. 

That all firemen when hired shall be We find against the proposition em- 
placed in freight, yard, or hostling service, braced in submission (c). 
and the senior white firemen shall have 
preference of engines and runs. 

Article D. 

That all hostlers shall receive fheir That all hostlers shall receive their 

present rate of pay; assistant hostlers shall present rate of pay; assistant hostlers shall 

be considered as yard firemen, and paid be considered as yard firemen, and paid 

yard firemen's rates; extra firemen, when yard firemen's rates; extra firemen, when 

used as hostlers, shall receive the rate used as hostlers, shall receive the rate 

paid to hostlers. paid to hostlers. 

Article E. 

That passenger, through, local freight, We find for the proposition embraced 

and yard engines will not be blocked by in submission (e) in the following form: 
nonpromo table men. In assigning vacancies to firemen, senior- 

ity alone shall not control, though it may 
be considered in connection with the 
efficiency, and with the necessity where 
it exists of giving experience to candi- 
dates for promotion to the position of 
engineer. 

Article F. 

That firemen will not be required to We find against the proposition 
throw switches, flag street crossings or embraced in submission (/). 
trains, except in cases of emergency. 



V. 

ILLINOIS CENTRAL RAILROAD, YAZOO & MISSISSIPPI VALLEY 
RAILROAD, AND INDIANAPOLIS SOUTHERN RAILROAD AND 
ORDER OF RAILROAD TELEGRAPHERS: 1909. 

(Arbitration between the Illinois Central Railroad Co., the Yazoo & Mississippi 
Valley Railroad Co., and the Indianapolis Southern Railroad Co. and the Order of 
Railroad Telegraphers.) 

A controversy which arose in 1909 between the Illinois Central 
Railroad and its subsidiaries, referred to above, and the Order of 
Railroad Telegraphers, respecting rates of pay and working conditions 
of members of this order in the service of the railroads, was, by agree- 
ment in writing dated September 17, 1909, submitted to arbitration 
under the terms of the Erdman Act. Approximately 1,400 employ- 
ees, including those exclusively engaged in telegraph service, as well 
as telegraphers who also performed the duties of station agent, etc., 
were embraced in this movement. The board of arbitration selected 
to hear the case was composed as follows: 

B. H. Meyer, chairman of the Railroad Commission of Wisconsin, 
appointed by the chairman of the Interstate Commerce Commission 
and the United States Commissioner of Labor. 

Ira G. Rawn, president of the Monon Route, selected by the Illi- 
nois Central Railroad Co. 

John A. Newman, vice president Order of Railroad Telegraphers, 
selected by the employees. 

The board of arbitration was organized with Mr. Meyer as chair- 
man and conducted hearings in the Federal building at Chicago from 
January 17 to January 21, 1910, inclusive. The arbitration award 
was announced February 7, 1910. 

DEMANDS OF EMPLOYEES. 

The proposals of the employees for changes in working conditions 
and rates of pay were embodied in a series of articles designated by 
the numbers 1 to 5, inclusive. Article 1 related to the basis of a 
day's work, article 2 to the rate of compensation to be allowed for 
overtime work, article 3 to the allowance of extra compensation for 
certain special services, and article 4 to compensation and conditions 
to obtain in connection with work performed on Sunday. In article 
5 the employees requested that an increase in wages be granted equal 
in amount to 10 per cent of the existing rates. 

In paragraphs (a), (b), and (c) of article 1 the employees proposed 
that at offices where but one telegrapher, two telegraphers, or one 
day and one night telegrapher, respectively, were employed, 10 con- 
secutive hours, including meal hour, should constitute a day's work. 
Paragraphs (d) and (e) proposed that in offices where three teleg- 
raphers or more than three telegraphers, respectively, were em- 
ployed, 8 consecutive hours should constitute a day's work, para- 
graph (e) also to apply to telegraphers in dispatching offices. In 
32 



RAILROAD LABOR ARBITRATIONS. 33 

paragraph (/) the employees stipulated that 7 hours should consti- 
tute a day's work for telegraphers working a split trick, no trick to 
be split more than once. 

In paragraph (g) of this article it was requested that telegraphers, 
except those working 8 hours or less, 'be allowed 1 hour for meals 
between 11.30 and 2, day or night, and in case of the meal hour being 
curtailed on account of wire work or meeting or blocking trains, that 
1 hour overtime be allowed, and if regular meal hour is missed, an 
allowance of 30 minutes for lunch at the first opportunity. 

Paragraph (a) of article 2 proposed an overtime rate of 35 cents 
and 45 cents per hour, respectively, in certain specified groups- of 
offices. Paragraph (b) proposed an allowance of 35 cents for meet- 
ing trains within 1 hour after the expiration of regular hours, such 
employee to remain on duty 1 hour if necessary, and if detained more 
than 1 hour to receive overtime thereafter. 

In paragraph (a) of article 3 the employees requested an increase 
from ST. 50 to $10 per month in the allowance for operating gasoline 
pumps; paragraph (b) stipulated that telegraphers at stations where 
section men resided should be relieved of the duty of attending 
switch or fixed signal lights, except train-order signals; and para- 
graph (c) an allowance of 50 cents per light per month for attending 
such lights at stations where such service was required of telegraphers. 

Article 4 requested that telegraphers, except those working 8 hours 
or less, required to work Sunday, be paid overtime at overtime rates 
for such service, telegraphers working 8 hours or less to be excused 
from Sunday and holiday duty, where practicable, without reduc- 
tion of pay. 

FINDINGS OF THE BOARD OF ARBITRATION. 

In response to the issues involved in articles 1 to 4, inclusive, of 
the requests of the employees, the board of arbitration in its award 
ordered changes in the preexisting rules governing working con- 
ditions and compensation for work performed after the expiration 
of the regular hours of service which involved, as estimated by the 
board, an increase in the annual wage payments of the company to its 
telegraphers of $50,000. The award in detail in response to these 
issues was as follows: 

Article 1. 

Eight consecutive hours shall constitute a day's work for telegraphers in (X) office, 
Chicago; (MN) office, Mounds; (BD) office, New Orleans; and (GO) office, Memphis. 
The regular overtime rate at the above offices 45 cents per hour. 

Article 2. 

Nine consecutive hours of sendee shall constitute a day's work for telegraphers 
employed at the following branch offices: (K) office, Cherokee, Iowa; (GD) office, 
Fort Dodge, Iowa; (KB) office, Dubuque, Iowa; (DR) office, Freeport, 111.; (CO) 
office, Clinton, 111.; (HU) office, Kankakee, 111.; (Z) office, Mattoon, 111.; (HA) 
office, Champaign, 111.; (CD) office, Carbondale, 111.; (FU) office, Fulton, Ky.; 
(DS) office, Princeton, Ky.; (UD) office, Louisville, Kv.; (JO) office, Jackson, Tenn.; 
(CD) office, Water Valley, Miss.; (MC) office, McComb, Miss.: (CR) office, Corinth, 
Miss.; (DS) office, Memphis, Tenn.; (DE) office, Greenville, Miss.; (DOD) office, 
"Wilson, La.; (CD) office, Indianapolis, Ind. 

The above enumeration shall not prevent the employer and employees from agree- 
ing upon a designation of dispatchers' offices different from the above list. 

51393°— S. Doc. 493, 64-1 3 



34 RAILROAD LABOR ARBITRATIONS. 

Article 3. 

Telegraphers working 10 hours or more will be given 15 days leave of absence annu- 
ally without loss of pay. Leave of absence shall be granted at such time or times as 
may be mutually agreed upon between employees and employer. If in any year, for 
sufficient reasons, an employee does not receive the full leave of absence, the em- 
ployer shall compensate such employee at a pro rata rate for such part of the 15 days 
not granted: Provided, That nothing herein contained shall prevent the employer 
and the employee from agreeing in particular cases upon a cumulative period of 
leave of absence. 

Article 4. 

Seven hours of service shall constitute a day's work for telegraphers working 
split tricks at any place, and no trick to be split more than once. 

In denying the proposal for a wage increase contained in article 5, 
the following statement was made by the board: 

The next finding relates to the extent of the grant, if any, which can be made in 
excess of the grants made by virtue of the previous findings. Findings 1 to 4, inclu- 
sive, absorb about $50,000 per annum, .or, approximately, one-fifth of the total sur- 
plus from operation remaining for distribution among the various claimants. A care- 
ful analysis of the financial reports of the railway companies involved in this 
proceeding does not reveal any appreciable resources available for present purposes 
in excess of the aforesaid $251,000. 

In connection with the above finding an extended statement was 
made by the board relative to the claims of the stockholders, the 
employees, and the public to participation in the surplus earnings of 
the railroad and to the relative merits of the claims of telegraphers 
and other classes of employees for an increase in wages. In conclu- 
sion, the board states in part: 

In view of considerations like those that have just been stated, we can not lead 
ourselves into the conclusion, in justice to other classes of employees and in justice 
to the respective companies, that we can consistently, fairly, and justly make awards 
to the telegraphers in excess of those already made. We regret that this must be our 
conclusion; but the facts as we see them compel this conclusion, and we wish to state 
again that it is our impression, although we can not state it as our final conclusion 
for the reason as aforesaid, that other classes of wage earners have not had a hearing 
upon this matter; that the telegraphers might well be regarded as preferred claim- 
ants to surpluses available for wage increases accruing from operations of the rail- 
ways in the future. That is, we have a feeling that at the first opportune and suit- 
able time when the Illinois Central Railroad Co. and affiliated companies can afford 
a wage increase the telegraphers should be the first to receive favorable consideration. 

In connection with the various changes in working conditions pro-' 
posed for consideration by the arbitration board, the suggestion was 
incidentally made that agents and telegraphers after five years or 
more service with the company should be granted annual passes. In 
response to this suggestion the board, after stating that this was some- 
thing which could not be required by statute nor enforced by order 
of a board of arbitration, further stated: 

In view of the annual leave of absence awarded agents and telegraphers by this 
board, the annual pass receives an enhanced value, because of the greater opportu- 
nity offered for its use. We therefore respectfully recommend, to the management 
of the railway companies, parties to these proceedings, that they grant to their 
respective agents and telegraphers who have been in their employ for five years or 
more an annual pass during the continuance of their employment as agents and 
telegraphers. 

As to the other proposals the award stated : 

Except in so far as modified by the above finding, no change shall be made in the 
wages or working conditions of the employees party to this arbitration, on account 
of the determinations and conclusions of this board of arbitration. 



RAILROAD LABOR ARBITRATIONS. 35 

The arbitration award was signed by each of the three members 
of the board, J. A. Newman, the arbitrator selected by the employees, 

stating : 

I concur in the above findings of the board, except in the refusal to grant the increase 
in wages. 

APPLICATION OF THE AWARD. 

By a comparison of the official schedule of rules and regulations in 
force on the Illinois Central system immediately before the award 
of the board of arbitration with the schedule framed in conformity 
with the decision of the board, the following changes in rates of pay 
and working conditions are shown to have been made as a result of 
the arbitration. 

(a) rates of pay. 

A comparison of the old and new schedules shows that as a result 
of the arbitration award the overtime rate of 35 cents per hour at 
(BD) office, New Orleans, and (X) office, Chicago, and of 25 cents 
per hour at all other offices, was increased to a rate of 45 cents per 
hour at (X) office, Chicago; (BD) office, New Orleans; and (MN) 
office, Mounds. 

(b) working conditions. 

The basis of a day's work in offices operated continuously day and 
night where three or more telegraphers were employed in service 
covered by the 9-hour provision of the hours-of-service law was fixed 
at 9 consecutive hours compared with a day of 11 hours, including 
meal hour, prior to the award. 

The basis of a day's work for telegraphers in (X) office, Chicago; 
(MN) office, Mounds; and (BD) office, New Orleans, was fixed at 
8 consecutive hours, as compared with a day of 10 consecutive hours, 
including 1 hour for meals, at the designated Chicago and New 
Orleans offices, prior to the award. 

The hours of service of telegraphers working split tricks were re- 
duced by the award from 8 to 7 hours per day. 

The basis of a day's work for copy operators and all other operators 
located in dispatching offices was fixed in the later schedule at 9 hours 
per day as compared with the former basis of 9 hours for copy 
operators and 10 \ hours, including 1 hour for meals, for all other 
operators located in dispatching offices. 

In conformity with the award the new schedule provided for an 
allowance of 15 days annual leave of absence with pay for telegraphers 
working 10 hours or more per day, no stipulation for leave of absence 
with pay having been contained in the schedule in effect before the 
arbitration. 



VI. 

EIGHT RAILROADS LEADING OUT OF CHICAGO AND SWITCH- 
MEN'S UNION OF NORTH AMERICA: 1910. 

THE SWITCHMEN'S CASE OF 1910. 

In 1910 there was an arbitration of certain requests made by the 
yardmen employed by a number of western railroads. The parties 
to the arbitration proceedings were the conference committee of gen- 
eral managers representing Chicago & Eastern Illinois Railroad 
(Chicago switching district) ; Chicago Great Western Railroad (sys- 
tem, except Twin Cities) ; Chicago, Rock Island & Pacific Railway 
(system, except Inver Grove) ; Chicago Terminal Transfer Railroad 
(system) ; Lake Shore & Michigan Southern Railroad (specified yards) ; 
Michigan Central Railroad (west of Detroit River); Pere Marquette 
Railroad (system) ; Wisconsin Central Railway (Chicago switching 
district), and the Switchmen's Union of North America, representing 
approximately 3,100 yardmen in the employ of the railroads desig- 
nated above. Under date of January 19, 1910, employers and em- 
ployees entered into a written agreement to submit to arbitration 
under the terms of the so-called Erdman Act a request of the em- 
ployees for certain designated increases in rates of pay. 

A review of the controversy which preceded the agreement to arbi- 
trate shows that the employees on December 13, 1909, submitted to 
the employers a request m writing for increases in rates of pay and for 
changes in rules governing working conditions, the proposed changes 
being embodied in a series of articles designated by the numbers 1 to 
12, inclusive. On January 5, 1910, the conference committee of man- 
agers and representatives of the switchmen's union joined in a tele- 
gram to the chairman of the Interstate Commerce Commission and 
the United States Commissioner of Labor requesting their action in 
the capacity of mediators under the terms of the Erdman Act. As a 
result of mediation proceedings certain articles were eliminated, agree- 
ment was reached on others, and arbitration was agreed to with 
respect to the following proposal for a change in the wage scale relative 
to rates of pay of yardmen on the Chicago lines: 

(1) Day foremen, 41 cents per hour; night foremen, 43 cents per 
hour; day helpers, 38 cents per hour; night helpers, 40 cents per hour. 

(2) An advance of 6 cents per hour shall apply to all yards on 
Chicago lines. 

(3) All switch- tenders, towermen, and assistant yardmasters now 
receiving less than helpers' pay shall receive a corresponding increase. 

The board of arbitration was organized March 4, 1910, and was 
composed as follows: 

Stephen S. Gregory, lawyer, chairman, appointed by the chairman 
of the Interstate Commerce Commission and the United States Com- 
missioner of Labor. 
36 



RAILROAD LABOR ARBITRATIONS. S7 

Carl R. Gray, vice president St. Louis & San Francisco Railway, 
selected by conference committee of managers. 

S. E. Heberling, vice president Switchmen's Union of North 
America, selected by employees. 

Hearings were held in the Federal Building at Chicago. The evi- 
dence given before the board was by agreement confinea to the situa- 
tion ill the Chicago switching district with the understanding that the 
final decision should be applied in all the yards expressly made sub- 
ject to the arbitration. The decision of the board was announced 
March 22, 1910. 

FINDINGS OF THE BOARD OF ARBITRATION. 

The findings of the board of arbitration on the proposed changes in 
the wage scale were set forth in the concluding paragraphs of the 
award and provided for an increase of 3 cents per hour in the wages 
of switchmen, and for an increase of 85 per month in the compensa- 
tion of switch tenders and tower men in terminals and yards where 
one or more switch engines and switching crews were employed. The 
conclusions of the board with respect to testimony offered during the 
course of the arbitration were set forth in a series of articles, which 
may be summarized as follows: 

(1) The scale of wages in force at the time of the arbitration was 
adopted in November, 1906. The cost of living in Chicago and terri- 
tory immediately adjacent had in the meantime increased approxi- 
mately 25 per cent. 

(2) The relative efficiency of switchmen in the Chicago district had 
increased since 1906, due to the use of improved equipment, such as 
larger and more modern engines and cars. The board also inclined 
to the opinion that the individual efficiency or expertness of switch- 
men, man for man, in the vards in the Chicago district was somewhat 
greater in 1910 than in 1906. 

(3) There had been wage increases in many if not most other crafts 
and callings since 1906 in Chicago. 

(4) The hazards of employment to yardmen, including switchmen, 
in the Chicago switching district had not increased since 1906. The 
tendency of improved equipment and methods had been to reduce 
the risks of such employment, although the fact remained that 
switching is a highly hazardous occupation, and that such hazards 
can not be ignored in estimating the proper compensation of those 
engaged in it. 

(5) On a basis of 27 days' work per month at the rate of 10 hours 
per day, the average monthly earnings of switchmen in the Chicago 
district, as nearlv as such earnings could be ascertained, varied from 
885 to $100 per month. 

(6) In 1902, and again in 1906, increases were granted the switch- 
men, and immediately following increases were granted to the en- 
gineers, firemen, conductors, and brakemen. 

(7) Reviewing the testimony offered with respect to the financial 
status of each line involved, the board found that certain oi the roads 
were dividend-paying properties and that others during the pasi three 
years had not earned the interest on their funded debt. It was held 
that the board should endeavor to adapt its findings to the average 



38 RAILROAD LABOR. ARBITRATIONS. 

financial condition of the lines involved rather than to the condition 
of the most prosperous road or of the road least able to pay increased 
wage . 

(8) The interests of those holding the stocks and bonds of the rail- 
roads involved, in the opinion of the board, required the continued 
operation of these roads, and the board was further of the opinion 
that these companies must be regarded as able to pay operating costs, 
including just and reasonable wages to the class of empk^ees parties 
to the arbitration. 

(9) The cost of equipment and railway supplies to the railroads con- 
cerned in the arbitration had considerably increased since 1906. 

(10) The agreement to arbitrate provided for a joint arbitration 
to which there were virtually two parties. While it was not improper 
to consider. the pecuniary circumstances of each railroad company, 
the board overruled the suggestion of counsel for the railways that 
the proceedings must be considered as a separate arbitration between 
each railroad concerned and its switchmen. 

(11) The board overruled the suggestion made for the railroads that 
the making of an award against a road not earning its operating ex- 
penses would be to deprive such road of property without due process 
of law. The authority of the board being derived from the agreement 
of the parties, it was held that such an award must be deemed a 
voluntary concession on the part of the railway company, and not 
the exercise of power against it. 

In articles 12 and 13 the board awarded an increase in rates of pay 
of the employees parties to the award, as follows: 

(a) From all the evidence we find there should be an increase in the wages of all 
switchmen in the yards in the Chicago district employed by the railroads concerned 
in this arbitration of 3 cents per hour, and we award that the said existing wage scale 
of all the switchmen of all classes shall be increased accordingly, and as thus increased 
shall be paid by the railroads concerned in this arbitration in the Chicago switching 
district, and that in all other yards operated by the railroads concerned in this arbitra- 
tion and covered by the agreement of arbitration a like increase per hour shall apply; 
and that such increase, both in Chicago territory and elsewhere, shall be retroactive 
as of February 10, 1910, and shall apply from that date. 

(b) As to assistant yardmasters, we award no increase. As to all switch tenders 
and towermen in terminals and in yards where one or more switch engines and switch- 
ing crews are employed and governed by this arbitration, we find that a horizontal 
increase of $5 per month in their compensation shall be made, and we award such 
increase and order and direct that it be made retroactive as of the 10th of February, 
A. D. 1910. 

The arbitration award was concurred in by the chairman, S. S. 
Gregory, and by arbitrator Heberling for the employees, arbitrator 
C. R. Gray, on the part of the conference committee of managers, 
dissenting from the majority opinion of the board. 

In memoranda submitted by Mr. Gray it was stated in substance 
that his opinion was based solely upon the fundamental principle that 
until a greater income could be insured at least three of the parties 
involved in the controversy an increase in wages could not be granted 
without inflicting irreparable injury. It was further urged that the 
income of the railroads per ton-mile and per passenger-mile was con- 
stantly decreasing, that individual States had reduced the passenger 
rate 33J per cent, and that State commissions and the Interstate 
Commerce Commission had been and were constantly engaged in 
making far-reaching reductions in rates. 



RAILROAD LABOR ARBITRATIONS. 



39 



With respect to the factor of tonnage efficiency, it was urged in the 
dissenting opinion that this was an imperfect fundamental because it 
varied from day to day according to the flow of business and the 
change in the unit (car or engine) employed; that the employees 
themselves did not recognize it as between yards or as between 
crews ; that they would not admit it to be a fundamental upon which a 
reduction in wages should be allowed if the average tonnage per man 
should be reduced; that its application served to directly withdraw 
from the railroad any opportunity through the payment of vast sums 
of money in the purchase of heavier engines and cars to recoup them- 
selves for wage increases already granted. 

APPLICATION OF THE AWARD. 

In the series of statements which follow comparative figures of the 
rates of pay of switchmen before and after the arbitration are pre- 
sented for the several railroads parties to the award. Considered in 
terms of percentages it will be noted that the increases ranged from 
a minimum of 8.1 to a maximum of 11.5 per cent, with but slight 
variations between the different roads. The statement below sets 
forth the rates of pay in the Chicago switching district before and 
after the award, a uniform scale of wages in this district having pre- 
vailed on all roads. The minimum percentage of increase as shown 
by this statement was 8.1 and the maximum 9.4 per cent. 



Rate per hour. 



Before 
award. 



After 
award. 



Increase. 



Amount. Per cent 



Chicago yards: 
Day foremen. - 
Night foremen 
Day helpers... 
Night helpers. 



Cents. 
35 
37 
32 
34 



Cents. 



Cents. 
3 
3 
3 
3 



The comparison of rates of pay for switchmen before and after the 
arbitration in the case of the Chicago, Rock Island & Pacific Railway 
Co., exclusive of yards in which the Chicago rate prevailed, is shown 
in the table below. The percentage of increase in the rates of pay of 
day foremen, as shown by this table, varied from 8.8 to 10.3 per cent. 
In the case of day helpers, the increases ranged from 9.7 to 11.5 per 
cent. Night foremen show increases of from 8.3 to 9.7 per cent; and 
night helpers, increases of from 9.1 to 10.7 per cent. 



40 



RAILROAD LABOR ARBITRATIONS. 
Chicago, Rock Island 6c Pacific Ry. Co. 



Rate per hour. 



Before 
award. 



After 
award. 



Increase. 



Amount. Percent 



YARDS 

Group l:i 

Day foremen 

Night f Bremen 

Day helpers 

Night helpers 

Group 2 : 2 

Dayf remen 

N ight foremen 

Day helpers 

Night helpers 

Group 3 : a 

Day foremen 

Night foremen 

Dav helpers 

Night helpers 

Group 4 : 4 

Day foremen 

Night foremen 

Day helpers 

Night helpers 

Group 5: r > 

Day foremen 

Night foremen 

Day helpers 

Night helpers 

Group 6 : « 

Dav foremen 

Night foremen 

Day helpers 

Night helpers 

Group 7 : 1 

Day helpers 



Cents. 
34 
36 
31 
33 

33 
35 
30 
32 

32 
34 
30 
32 

31 
33 

28 
30 

29 
31 

26 

28 

29 
31 

27 
29 

29 



Cents. 

.37 

39 

34 

36 

36 
38 
33 
35 

35 
37 
33 
35 



Cents. 



8.3 
9.7 
9.1 



10.0 
9.4 

9.4 

8.8 

10.0 

9.4 

9.1 

9.1 

10.7 
10.0 

10.3 
9.7 
11.5 
10.7 

10.3 
9.7 
11.1 
10.3 

10.3 



1 Clinton, Iowa; Leavenworth and Herington. 

2 Memphis, Little Rock, Haileyville, Shawnee, Albert Lea, Muscatine, Eldon, Iona, Trenton, Horton, 
El Reno, and Chic kasha. 

3 McAlister and Oklahoma City. 

4 Seneca, Bureau, Fairbury, Belleville, Phillipsburg, Goodland, Lemon, Waterloo, Eldon, Mo., McFar- 
land, Hutchinson, Pratt, Liberal, Wichita, Caldwell, and Waurika. 

5 Morris, West Liberty, Atlantic, Lincoln, Burlington, Iowa Falls, Estherville, Keokuk, and Enid. 

6 Booneville, Ark. 
1 Wilburton. 

As a result of the arbitration, switchmen in the employ of the 
Chicago Great Western, in the yards in which the rates for the Chi- 
cago switching district were not in force, received the following per- 
centages of increase in rates of pay : 

Chicago Great Western Ry. Co. 



Rate per hour. 



Before 
award. 



After 
award. 



Amount. 



Per cent. 



Day foremen.. 
Night foremen 
Day helpers... 
Night helpers . 



Cents. 
34 
34 
31 
31 



Cents. 
37 
37 
34 
34 



Cents. 



9.7 
9.7 



On the Lake Shore & Michigan Southern Kailroad, as can be seen 
from the following table, the increases in rates of pay of switchmen, 
in the yards covered by the award, ranged from 8.3 to 9.7 per cent. 



RAILROAD LABOR ARBITRATIONS. 



41 



Lake Shore & Michigan Southern R. R. Co. 



Rate per hour. 



Before 
award. 



After 
award. 



Increase. 



Amount. Per cent 



Specified yards: 1 
Day foremen.. 
Night frremen 
Day helpers. . 
Night helpers. 



Cents. 
34 
36 
31 
33 



Cents. 
37 
39 
34 
36 



Cents. 



8.3 
9.7 
9.1 



i Buffalo, Erie, Ashtabula, Ashtabula Harbor, Youngstown, Sharon, Cleveland, Sandusky, Toledo, 
Detroit, West Detroit, Elkhart, South Bend, and La Porte. 

As a result of the arbitration award switchmen employed by the 
Michigan Central Railroad, in yards east of Chicago and in transfer 
crews at Joliet, received increases in rates of pay varying from 8.3 to 
9.1 per cent. 

Michigan Central R. R. Co. 



Yards east of Chicago, including South Bend transfer crews at 
Joliet: 

Day foremen 

Night foremen 

Day helpers ". 

Night helpers 



Rate per hour. 



Before After 
award. award. 



Cents. 
34 



Cents. 
37 



Increase. 



Amount. Percent. 



Cents. 



8.8 
8.3 
9.7 



A comparison of the rates of pay before and after the arbitration 
of switchmen employed in the various yards of the Pere Marquette 
Railroad outside of Chicago is presented in the table below. The 
increases in rates of pay as a result of the arbitration were practically 
the same as have been noted in the case of the railroads referred to 
above.- 

Pere Marquette R. R. Co. 



Rate per hour. 



Before After 
award. award. 



Increase. 



Amount. Per cent 



YARDS 

Group l:i 

Day foremen 

Night foremen 

Day helpers 

Night helpers 

Group 2:2 

Day foremen 

Night foremen 

Day helpers 

Night helpers 

Group 3:3 

Day foremen 

Night foremen 

Day helpers 

Night helpers 

Group 4: 4 

Day foremen 

Night foremen 

Day helpers 

Night helpers 



Cents. 
34 
36 
31 
33 

34 
35 
31 
32 

31 
32 
27 



Cents. 
37 
39 
34 
36 

37 
38 
34 
35 

34 
35 

30 
31 

33 
34 
29 
30 



Cents. 



8.8 
8.3 
9.7 
9.1 

8.8 
8.6 
9.7 
9.4 

9.7 
9.4 
11.1 
10.7 

10.0 
9.7 
11.5 
11.1 



1 Toledo, Detroit, and Rougemere. 

2 Saginaw, Bay City, Ludington, Muskegon, and Grand Rapids. 

3 Port Huron. 

* Flint, Ionia, Benton Harbor, St. Joseph, Traverse City, Plymouth, Lansing, and other yards. 



VII. 

CLEVELAND, CINCINNATI, CHICAGO & ST. LOUIS RAILWAY 
AND ORDER OF RAILROAD TELEGRAPHERS: 1910. 

(Arbitration between the Cleveland, Cincinnati, Chicago & St. Louis Railway Co. 
(including the Peoria & Eastern Railway) and the Order of Railroad Telegraphers.) 

The controversy reviewed in this section involved stipulations sub- 
mitted to the Cleveland, Cincinnati, Chicago &-St. Louis Railway by 
the Order of Railroad Telegraphers respecting the conditions of em- 
ployment of approximately 1,050 members of this order in the service 
of the railroad. By agreement in writing dated January 29, 1910, 
the matter was submitted to arbitration under the terms of the Erd- 
man Act, the board of arbitration being composed as follows: 

William J. Kerby, professor of sociology Catholic University of 
America, appointed by the chairman of the Interstate Commerce 
Commission and the United States Commissioner of Labor. 

Horace Baker, general manager of the Queen & Crescent Route, 
selected by the railway company. 

J. J. Dermody, vice president of the Order of Railroad Telegraphers, 
selected by the employees. 

Arbitration hearings were begun in Cincinnati on March 7, 1910, 
and the arbitration award was announced March 28 following. 

DEMANDS OF EMPLOYEES. 

The requests of the employees, as submitted to arbitration, were 
embodied in a series of 10 articles designated by the letters of the 
alphabet, (a) to (j) inclusive.. Of these requests article (a) defined 
the classes of employees embraced in the word telegraphers as used 
in the schedules of rules and rates of pay submitted to arbitra- 
tion; article (b) defined the basis of a day's work; articles (c) and (d) 
contained proposed rates of pay for overtime work, and article (e) 
involved the conditions under which time should be allowed for 
meals and compensation for work performed during the meal hour. 

In article (f) it was proposed that telegraphers should be relieved 
from the performance of certain specified classes of work, and article 
(g) contained proposed rules governing seniority. In article (h) the 
employees stipulated that telegraphers who had been in the service one 
year or longer should be allowed 15 days leave of absence each year 
with pay. Article (i) proposed that telegraphers handling crossing 
gates be allowed $7.50 per month in addition to the rate shown in the 
wage schedule; and article (j) proposed that telegraphers be granted 
a wage increase amounting in the aggregate to $11,941.50 per month. 

FINDINGS OF THE BOARD OF ARBITRATION. 

The improvements in conditions of employment secured by the 
employees as a result of the arbitration award included an increase in 
wages'amounting in the aggregate to $3,400 per month,, an allowance 
of fc per month in the case of telegraphers required to handle crossing 
gates, relief from certain so-called special duties in certain contin- 

42 



EAILROAD LABOR ARBITRATIONS. 43 

gencies, and a stipulation that telegraphers whose hours of duty were 
10 or more per day who were required to render any service on 12 or 
more Sundays in the }^ear, and who had been in the service of the 
company two or more years, should be given 15 days vacation 
annually with pay, or in lieu thereof additional compensation for 15 
days at their regular rates of pay. 

In response to the issues involved in article (a) of the rules requested 
by the employees, the board of arbitration awarded that all telegraph 
operators, telephone operators, station agents, and levermen specified 
in the schedule of rules and rates of pay established by the award 
should be considered telegraphers, should be governed by the regula- 
tions, and should be paid the rates awarded. As contrasted with the 
request of the employees, the award with respect to this article 
differed from the request only by the omission of car distributors 
from the operation of the schedule. 

The findings of the board were concurred in by each member, 
Chairman Kerby adding the following statement: 

The rates of pay and the conditions granted in the above award are not, so far as 
my part in the division is concerned, to be construed as giving all that the telegraphers 
might in other conditions legitimately ask, either in the way of compensation or 
working conditions. The period of depression from which business is just emerging, 
and the consequent physical and financial conditions of the railroads have, however, 
been taken into consideration, and on this account larger concessions have been 
refused. 

THE AWARD IN DETAIL. 

The detailed requests of the employees as compared with the 
findings of the board of arbitration are shown below, the articles of 
the requests and the award being shown in parallel columns. 

Article A. 

REQUESTS. AWARD. 

That all telegraph and telephone oper- All telegraph operators, telephone oper- 
ators and car distributors, also station ators, also station agents, and linemen 
agents and linemen specified in this specified in the schedule will be consid- 
schedule will be considered "telegraph- ered "telegraphers" within the meaning 
ers" within the meaning of these articles, of these articles." irrespective of title by 
irrespective of title by which designated which designated, or character of service 
or character of service performed, and performed, and will be governed by the 
will be governed by the regulations and regulations and paid at the rates specified 
paid at the rates specified therein. herein. 

Article B. 

1. That where but one telegrapher is 1. Where but one telegrapher is em- 
employed in 24 hours. 10 consecutive ployed in 24 hours, 12 consecutive hours, 
hours, commencing at 7 a. m. or 7 p. m., including meal hour, commencing be- 
inchiding meal hour, will constitute a tween and 8 a. m. or 6 and 8 p. m., will 
day'? work. constitute a day's work. 

2. Where two or more telegraphers are 2. Where two or more telegraphers are 
employed, 8 consecutive hours will con- employed. 9 hours will constitute a day's 
stitute a day's work. work. 

Article C. 

That telegraphers will be paid over- Telegraphers will be paid overtime at 
time at the rate of 35 cents per hour for the rate of 25 cents per hour for all time 
all lime worked outside of regular hours, worked outside of regular hours. If 
If called back to the office after being re- called back to the office after being re- 
lieved from duty, an allowance of 50 lieved from duty, an allowance of 50 
cents will be made, and if kept on duty cents will be made, and if kept on duty 
more than 1 hour, overtime will be al- more than 1 hour, overtime will be al- 
lowed at the rate of 35 cents per hour lowed at the rate of 25 cents per hour 
after the first hour. after the first hour. 



44 



RAILROAD LABOR ARBITRATIONS. 



Article D. 



1. That telegraphers required to meet 
trains within i hour after their regular 
working hours will receive 35 cents for 
such service and regular overtime there- 
after. 

2. Telegraphers required to meet trains 
later than 1 hour after their regular work- 
ing hours will receive 50 cents for such 
service and regular overtime thereafter. 



1. Telegraphers required to remain on 
duty to meet trains after the expiration 
of their regular assigned hours will receive 
25 cents for each hour so held. 

2. Telegraphers required to meet trains 
after being relieved will receive 50 cents 
for such service and regular overtime 
after the first hour. 



Article E. 



That no time will be allowed for meals 
on tricks of 8 hours or less unless it is con- 
venient to do so. Telegraph operators 
working tricks longer than 8 hours will be 
allowed 1 full hour for meals between 
11.30 and 1.30, day and night, each day. 
When they can not be excused between 
these hours, they will be paid 35 cents 
and allowed 1 hour for meals as soon 
thereafter as practicable. 



No time will be allowed for meals on 
tricks of 9 hours or less unless it is con- 
venient to do so. Telegrapher? working 
tricks longer than 9 hours will be allowed 
1 full hour fo 1 - meals between 11.30 and 
1.30. day and night, each day. When 
they can not be excused between these 
hours, they will be paid 25 cents and al- 
lowed 1 hour for meals as soon thereafter 
as practicable. 



Article F. 



That telegraphers will not be required 
to handle switch, block or signal lamps; 
clean station platforms or grounds; oil in- 
terlocking plants where 8 or more levers 
are used; or clean snow from frogs or 
switches. 



Where other employees are available 
telegraphers will not be required to clean 
station platforms or grounds; oil inter- 
locking plants where 8 or more levers 
are used; or clean snow from frogs or 
switches, except in cases of emergency; 
not to handle switch, block or signal 
lamps, but will see that they are kept 
burning; this not to be construed to relieve 
telegraphers from care of train order signal 
lamp. 



Article G. 



That office seniority will rule in (AB) 
Indianapolis, (PD) Cincinnati, (M and 
GU) Cleveland, and a seniority list fur- 
nished the general chairman each Janu- 
ary and July by the superintendent of 
telegraphers on any division who apply 
for vacancies in those offices will be given 
preference over telegraphers not in the 
service. 



Telegraphers on any division who apply 
for vacancies in (AB) Indianapolis, (PD) 
Cincinnati, (M and GU) Cleveland, will 
be given preference over telegraphers not 
in the service. 



Article H. 



That telegraphers who have been in the 
service for one year or longer will be al- 
lowed 15 days leave of absence each year 
without loss of pay, the relief to be made 
in the order of their seniority. 



Telegraphers whose hours of duty are 10 
or more per day, who are required to ren- 
der any service on 12 or more Sundays in 
the year and who have been in the service 
of the company two or more years, shall 
be given 15 days vacation annually with 
pay, or in lieu thereof, additional compen- 
sation for 15 days at their regular rates of 
pay. 



Article I. 



That telegraphers handling crossing 
gates will be allowed $7.50 per month in 
addition to the rate shown in the wage 
scale. 



Telegraphers handling crossing gates 
will be- allowed $5 per month in addition 
to the rate shown in the schedule. 



RAILROAD LABOR ARBITRATIONS. 45 

Article J. 

That an increase in wages amounting in An increase in wages amounting in the 

the aggregate to $11,941.50 per month be aggregate to $3,400 per month is granted 

granted to telegraphers, such increase to to telegraphers, such increase to be appor- 

be apportioned to the various positions in tioned to the various positions in such 

such manner as may be agreed upon be- manner as may be agreed upon between 

tween the management of the roads and management of the roads and the com- 

the committee representing the employ- mittee representing the employees: Pro- 

ees: Provided, That in case an Wbrease be vided, That in case such an apportionment 

granted and such apportionment can not can not be agreed upon within 15 days 

be agreed upon within 15 days from the from the date on which the decision of the 

date on which the decision of the arbitra- arbitrators is handed down, such increase 

tors is handed down, such increase shall shall be applied as a flat percentage on 

be applied as a flat percentage on the re- the respective rates of pay now in effect, 
spective rates of pay now in effect. 

APPLICATION OF THE AWARD. 

As compared with the wage increase requested by the employees, 
which would necessitate an addition of approximately 20 per cent to 
the annual wage disbursements of the railroad for telegraphers, the 
award of the board of arbitration involved an increase in the annual 
outlay to these employees of approximately 6 per cent over the total 
wage payments under the preexisting scale. Increases in the annual 
wage outlay for telegraphers were also made necessary by the findings 
of the board with respect to compensation for handling crossing gates 
and the allowance for vacation with pay. 

Under article {%) of the arbitration award, provision was made for 
the payment of additional compensation of $5 per month in the case 
of telegraphers required to handle crossing gates, no extra compensa- 
tion for such services having been allowed under the rules in effect 
before the award. The concession of 15 days leave of absence with 
pay in certain contingencies, as awarded under article (h), may be 
compared with the rule in force before the award which provided for 
leave without pay at the convenience of the company. 

As compared with the preexisting rule the effect of the decision of 
the board with respect to the issues involved in article (/) was to 
relieve telegraphers in the contingencies enumerated of the duty 
of oiling interlocking plants equipped with 8 or more levers. 

A comparison of the official schedule of rules and rates of pay in 
effect before and after the award further shows that the rule respect- 
ing overtime in the new schedule stipulated that overtime should be 
paid for all time worked outside of regular hours as compared with the 
preexisting rule which provided for the payment of overtime for time 
worked after 12 hours of service. 

The working conditions established as a result of the arbitration 
award with respect to the basis of a day's work, meal hour, and 
seniority, so far as can be ascertained from a comparison of the offi- 
cial schedules in effect before and after the award, involved no 
material change from the conditions existing before the arbitration. 



VIII. 

BALTIMORE & OHIO SOUTHWESTERN RAILROAD AND ORDER 
OF RAILROAD TELEGRAPHERS: 1910. 

The controversy in this case involved proposals presented by the 
employees to the employer for a general increase in the wage scale 
and for changes in certain rules relative to seniority, hours of service, 
and special duties and privileges. An agreement to submit the con- 
troversy to arbitration was entered into February 17, 1910. Hear- 
ings before the board of arbitration were commenced March 14, the 
award being made on April 4. The proceedings embraced approxi- 
mately -360 employees in the service of the railroad company, includ- 
ing operators, agents, and levermen, these employees being repre- 
sented in the arbitration by officials of the Order of Railroad Teleg- 
raphers. 

The board of arbitrators selected to hear the case was composed 
of the following members: 

William J. Kerby, chairman, professor of sociology Catholic Uni- 
versity of America. 

George H. Groce, assistant to general manager Illinois Central 
Railroad, selected by employer. 

J. J. Dermody, vice president Order of Railroad Telegraphers, 
selected by employees. 

DEMANDS OF THE EMPLOYEES. 

The proposal of the employees with respect to rates of pay included 
a request for an aggregate increase of 18.8 per cent in the wage scale 
of telegraphers and station agents over existing rates, an increase in 
the overtime rate from 25 cents to 35 cents per hour and at the 
general office (SG) Cincinnati to 40 cents, an increase in the rate 
for "the call and first hour" when called for duty outside of regular 
hours, from 50 cents to 60 cents; the payment of regular overtime 
rates for telegraph or station service performed on Sunday; the pay- 
ment of extra compensation not to exceed $10 per month to telegra- 
phers required to handle United States mail; the payment of extra 
compensation not to exceed $15 per month to telegraphers required 
to do pumping; and the payment of a commission of 15 per cent on 
commercial telegraph business to certain classes of agents handling 
such business. 

The following changes or modifications in the existing schedule, 
stated in summary form, were requested by the employees with 
respect to seniority, hours of service, special duties, and special 
privileges : 

Seniority to date from date first actual telegraph work was per- 
formed, seniority lists to be furnished the general chairman in Janu- 
ary and July of each year. 

A reduction in the hours of service per day from 12 to 10 consecutive 
hours, including meal hour at stations where but one telegrapher is 

46 



KAILEOAD LABOK ARBITRATIONS. 47 

employed, and from 10 to 8 hours at offices where two or more tele- 
graphers are employed besides the station agent; 10^ hours, includ- 
ing meal hour, to constitute a day's work for exclusive agents; a re- 
duction from 12 to 8 hours in the period necessary to constitute a 
day's work for telegraphers performing duties at wrecks, washouts, 
and other emergency offices. 

The company to provide the necessary help to relieve telegraphers 
from the duty "of scrubbing floors and cleaning outbuildings. Tele- 
graphers in service of the company two years or more to be granted 
15 days annual leave of absence with pay, those having good records 
to be given in addition annual system passes. 

AWARD OF THE BOARD OF ARBITRATION. 

In response to the request of the employees involving rates of pay 
for regular, special, or overtime work, telegraphers and station agents 
enumerated in the schedule were awarded an increase of 6 per cent 
over existing rates of pay of such employees. The rate for overtime 
work at general offices (SG) Cincinnati was increased from 25 to 40 
cents per hour, and telegraphers required to do pumping were 
awarded $10 per^month extra compensation for such labor. In other 
respects no increases in rates of pay or changes or modifications 
in the existing standards of compensation were awarded. 

In response to the request for the payment of extra compensation 
to telegraphers required to handle United States mail, the arbitration 
award contained the recommendation — - 

That the employer investigate the conditions under which the handling of United 
States mail is performed and where such duties work a hardship; it is further recom- 
mended that the employer make some arrangement which may relieve telegraphers 
of the actual labor in connection therewith. 

A review of the decisions of the board, exclusive of those relating 
to rates of pay, shows that the award on the conditions noted was in 
substance as follows: 

The rules relative to seniority, submitted to arbitration, were 
awarded substantially as requested by the employees. 

The basis of a day's work in stations where two or more teleg- 
raphers employed besides the station agent was fixed at 9 consecu- 
tive hours; the basis of a day's work for exclusive agents fixed at 10£ 
consecutive hours, including meal hour; an 8-hour day awarded for 
telegraphers performing duty at wrecks, washouts, and other emer- 
gency offices of like character. 

The company was required to provide the necessary help to relieve 
telegraphers from the duty of scrubbing floors and cleaning out- 
buildings. 

Telegraphers whose hours of duty were 10 or more per day and 
who had been in the employ of the company two or more years were 
awarded 15 days annual leave with pay, or in lieu thereof, compen- 
sation for 15 days at their regular rates of pay. 

In denying the proposal relative to the issuance of annual system 
passes, the statement was made by the board that "the arbitrators 
do not consider that the granting of passes is a proper subject of 
arbitration." 

Following the award tne board of arbitration made certain recom- 
mendations as follows: 



48 RAILROAD LABOR ARBITRATIONS. 

(1) That where it may be lawfully done, the employer furnish 
annual division passes to those telegraphers who have been in the 
employ of the company three or more years, and have good records. 

(2) That the proper representative of the employer negotiate with 
the commercial telegraph company doing business along its line of 
railroads, with a view to securiDg a commission for telegraphers 
handling such commercial telegraph business. 

(3) If within 15 days the employer and the committee represent- 
ing the telegraph operators and station agents can mutually agree 
upon a plan other than the flat increase for the distribution of the 
aggregate amount represented by the 6 per cent increase, the board 
recommends that it be done. 

The arbitration award was signed by each of the three arbitrators, 
Mr. Dermody adding the following dissent : 

I concur in the findings of the board, except in the matter of the increase granted, 
which is not sufficiently above the present rates of pay to meet the ordinary living 
expenses of many of the employees. I believe that the employer is financially able 
to meet all the requests made by the telegraphers and station agents for increased 
compensation. 

THE AWARD OF THE BOARD AND THE REQUESTS OF EMPLOYEES 

COMPARED. 

The detailed requests of the employees as compared with the find- 
ings of the board of arbitration are shown below, the articles of the 
requests and the awards being shown in parallel columns. 

BEQUESTS OF RAILROAD TELEGRAPHERS. AWARD OF THE BOARD OF ARBITRATION. 

Article A. — Seniority. 

(1) Shall seniority date from the date (1) Seniority shall date from the day 
first actual telegraph work is performed? on which first actual work is performed. 

(2) Shall seniority lists on each division (2) Seniority lists on each division shall 
be furnished the general chairman in Jan- be furnished the general chairman in 
uary and July of each year? January and July of each year. 

Article B. — Overtime. 

(1) Shall the overtime rate be increased (1) The overtime rate shall remain at 
from 25 to 35 cents per hour, or in any 25 cents per hour except at the general 
amount, regardless of locality, except at offices (SG), C incinnati, where it shall be 
the general offices (SG), Cincinnati? 40 cents per hour. 

Shall the overtime at the general offices 
(SG), (incinnati, be fixed at 40 cents per 
hour? 

(2) Shall the present rate of 50 cents (2) The present rate of 50 cents for call 
for the call and f'rst hour be increased to and first hour shall remain. 

60 cents or increased at all? 

(3) Shall telegraphers performing tele- (3) Telegraphers shall not receive over- 
graph or station service on Sundays time pay for Sunday work. 

receive pay at regular overtime rates? 

Article C. — Hours. 

(1) Shall 10 consecutive hours, includ- (1) Twelve consecutive hours, com- 
ing meal hour, constitute a day at sta- mencing between 6 and 8 a. m. or 6 and 8 
tions where but one telegrapher is em- p. m., including meal hour, shall consti- 
ployed, and shall 8 consecutive hours tute a day's work at station where but one 
constitute a day at offices where two or telegrapher is employed. 9 consecutive 
more telegraphers are employed besides hours shall constitute a day's work at 
the station agent? offices where two or more telegraphers 

are employed besides the station agent. 



RAILROAD LABOR ARBITRATIONS. 



49 



(2) Shall the 8-hour day be applicable 
to telegraphers performing duties at 
wrecks, washouts, and other emergency 
offices? 



10£ consecutive hours, including meal 
hour, shall constitute a day's work for 
exclusive agents. 

(2) Eight hours shall constitute a day's 
work for telegraphers working at wrecks, 
washouts, or other emergency offices of 
like character. 



Article D. — Special duties. 



(1) Shall the company provide neces- 
sary help to relieve telegraphers from the 
duty of scrubbing floors and cleaning 
outbuildings? 



(1) The company shall provide neces- 
sary help to relieve telegraphers from the 
duty of scrubbing floors and cleaning out- 
buildings. 



Article E. — Special 



(1) Shall all telegraphers' in service 
with the company two years or more be 
granted leave of absence each year for 15 
days without loss of pay? 



(2) Shall annual system passes be 
issued to all telegraphers in service with 
the company two years or more, who 
have good records? 



(1) Telegraphers whose hours of duty 
are 10 or more per day, and who have been 
in the employ of the company two or 
more years shall be given 15 days annual 
vacation with pay, or in lieu thereof ad- 
ditional compensation for 15 clays at their 
regular rates of pay. 

(2) The arbitrators do not consider that 
the granting of passes is a proper subject 
for arbitration. Hence the board refuses 
to award annual system passes to all teleg- 
raphers. 



Article F. — Remuneration. 



(1) Shall telegraphers who are required 
to handle United States mail receive $10 
per month extra pay, or pay in any sum 
for this service? 



(2) Shall telegraphers required to do 
pumping receive $15 per month, or any 
sum as extra pay? 

(3) Shall the following rule granting 
commission on commercial telegraph 
business become effective? At exclusive 
agencies first-trick operators, or where the 
agent-operator works first trick, they will 
be designated as manager of such offices. 
All managers of such offices will be 
allowed a commission of 15 per cent on 
all commercial telegraph business: Pro- 
vided, however, That at exclusive agencies 
where there is no day operator and there 
is a night operator, then the night oper- 
ator shall be known as manager and re- 
ceive the commission. 

Article G. — Wage scale. 



(1) The arbitrators recommend that the 
employer investigate the conditions under 
which the handling of United States 
mail is performed, and where such duties 
work a hardship, it is further recom- 
mended that the employer make some 
arrangement which may relieve tele- 
graphers of the actual kbor in connection 
therewith. 

(2) Telegraphers required to do pump- 
ing shall receive $10 per month extra 
compensation for such labor. 

(3) The employer being only indirectly 
concerned in the handling of commercial, 
telegrams, the board of arbitration makes 
no ruling to affect existing conditions. 



Shall the wages of the operators and 
station agents shown in the schedule be 
increased in the aggregate 18.8 per cent 
over the present rates, the same to be dis- 
tributed in accordance with the schedule 
of wages submitted by the employees to 
the employer attached hereto and marked 
"Exhibit A"? 

51393°— S. Doc. 493, 64-1 4 



The wages of the telegraph operators 
and station agents enumerated in the 
schedule attached to the agreement for 
arbitration and dated February 17, 1910, 
shall be increased 6 per cent over the 
present rates of pay of said telegraph 
operators and station agents. 



IX. 

RAILROADS IN WESTERN TERRITORY AND BROTHERHOOD 
OF LOCOMOTIVE FIREMEN AND ENGINEMEN: 1910. 

LOCOMOTIVE FIREMEN'S ARBITRATION IN WESTERN TERRITORY 

IN 1910. 

HISTORY. 

This arbitration was the result of a controversy that had its incep- 
tion on or about December 27, 1909, when a series of conferences 
began between the managers' committee of certain designated western 
railroads and representatives of the Brotherhood of Locomotive Fire- 
men and Enginemen representing the employees. These conferences, 
21 in number, continued from December 27, 1909, to February 2, 1910, 
inclusive, and letters under date of December 27, 1909, January 15, 
19, 22, 24, 27, 31, and February 1 and 2, 1910, were exchanged, all 
with the idea of attempting to reach an agreement on proposals 
made by the employees interested for increases in wages and certain 
changes in working conditions. These conferences and this corre- 
spondence, however, failed to bring about an agreement on any of the 
points in controversy. On March 5, the chairman of the managers' 
committee, W. C. Nixon, representing the railroads involved, requested 
mediation under the terms of the Erdman law, and on March 15, 
1910, W. S. Carter, president of the Brotherhood of Locomotive Fire- 
men and Enginemen, acting for the employees, accepted the offer to 
mediate the differences. As a result of this a mediation agreement 
settling all points in dispute between the parties, except that for an 
increase in wages, was signed March 23, 1910, and a part of this medi- 
ation agreement contained a stipulation agreeing to submit this ques- 
tion to arbitration under the provisions of the Erdman law, waiving 
the right of appeal and stating that the award of the board of arbi- 
trators was to be final and conclusive. 

The arbitration agreement was signed and entered into on the 25th 
day of March, 1910, by W. C. Nixon, chairman of the managers' 
committee, representing the railroads, and W. S. Carter, president 
of the Brotherhood of Locomotive Firemen and Enginemen. 

SCOPE OF THE ARBITRATION. 

The western railroads which were parties to the agreement were as 
follows : 



Atchison, Topeka & Santa Fe Railway. 
Atchison, Topeka & Santa Fe (Coast Lines) 
Canadian Northern Railway. 
Chicago & North Western Railway. 
Chicago & Alton Railroad. 
Chicago, Burlington & Qnincy Railroad. 
Chicago Great Western Railroad. 
Chicago Junction Railway. 

50 



Chicago, Milwaukee & St. Paul Railway. 
Chicago, Rock Island & Pacific Railway. 
Chicago, St. Paul, Minneapolis & Omaha 

Railway. 
Chicago Terminal Transfer Railroad. 
Chicago & Western Indiana Railroad and 

Belt Railway of Chicago. 
Colorado & Southern Railway. 



RAILEOAD LABOR ARBITRATIONS. 



51 



Davenport, Rock Island & Northwestern 
Railway. 

Duluth, South Shore & Atlantic Railway. 

El Paso & Soifth western Railroad. 

Eastern Railway of Xew Mexico and 
Southern Kansas Railway of Texas. 

Fort Worth & Denver City Railway. 

Great Northern Railway. 

Gulf. Colorado & Santa Fe Railway. 

Houston East & West Texas Railway. 

Houston <fc Texas Central Railroad. 

Illinois Central Railroad. 

International & Great Northern Rail- 
road . 

Indianapolis Southern Railroad. 

Kansas City. Mexico & Orient Railway. 

Kansas City Southern Railway. 

Missouri. Kansas & Texas Railway. 

Missouri Pacific-Iron Mountain Svstem. 

Minneapolis, St. Paul & Sault Ste. 
Marie Railway. 

Minnesota Transfer Railway. 



Mineral Range Railroad. 

Northern Pacific Railway. 

Oregon Railroad & Navigation Co. 

Peoria & Pekin Union Railway. 

Quincy, Omaha & Kansas City Rail- 
road. 

San Pedro. Los Angeles & Salt Lake 
Railroad. 

St. Joseph & Grand Island Railway. 

St. Joseph Terminal Railroad. 

St. Louis & San Francisco Railroad. 

St. Louis, Brownsville & Mexico Rail- 
way . 

Southern Pacific (Pacific System). 

Southern Pacific (Atlantic System). 

San Antonio & Aransas Pass Railway. 

Spokane. Portland & Seattle Railway. 

Texas & Pacific Railway. 

Trinity & Brazos Valley Railway. 

Union Pacific Railroad. 

Wichita Valley Railway. 



THE MATTERS IN CONTROVERSY. 

Section 2 of the agreement, which contained the questions to be 
arbitrated, read as follows: 

The questions to be arbitrated shall be the following requests that have been sub- 
mitted to the employer by the employees, being embraced in article 1 of the propo- 
sitions contained in the letter of the employees to employer of date January 24, 1910, 
as follows: 

Article 1. 

< oi Firemen in main line and branch passenger service shall be granted an increase 
of 25 cents per hundred miles or less. 

< 6) Firemen in through and irregular freight, mixed, work, wreck, gravel, helper, 
pusher, snow-plow, and branch sendee (except Mallet type engines) shall be granted 
an increase of 40 cents per 100 miles or less: Provided, That on simple engines having 
cylinders 24 inches or over in diameter and on compound engines weighing 215,000 
pounds or more on drivers, firemen shall receive not less than $3.85 per 100 miles 
or less. 

(O Firemen in local or way freight service shall be granted an increase of 10 per 
cent over through-freight rates as established at this conference. 

(d) Firemen on Mallet type engines shall receive $4.20 per 100 miles or less in all 
classes of service. This rate shall also apply on lines where the schedules provide 
for trip basis in helper or pusher service, in accordance with rules in effect. 

(e) Firemen in yard service shall be granted an increase of 35 cents per day. 

(/) Where rate of pay is provided for transfer service, firemen shall be granted an 
increase of 35 cents per day. 

(g) On lines where rates of pay are negotiated through the B. of L. F. & E. com- 
mittees for hostlers, switch engineers, and engine dispatchers, such employees shall 
be granted an increase of 50 cents per day. 

The above increases shall be based on rates of pay in effect January 1, 1910, 
except that the differential as between through and local freight shall be based on the 
through freight rate established at this conference. Overtime shall be paid for pro 
rata. 

The employees appointed Timothy Shea, of Peoria, 111., to act as 
a member of this board of arbitration and the employers appointed 
W. R. Scott, and these two arbitrators notified Martin A. Knapp, 
chairman of the Interstate Commerce Commission, on April 2, 
1910, that they were unable to agree upon a third arbitrator and 
asked that he appoint one as provided by law. In compliance with 
this request and by virtue of the authority conferred upon them (the 
chairman of the Interstate Commerce Commission and the Commis- 



52 RAILROAD LABOK ARBITRATIONS. 

sioner of Labor) by the terms of the Erdman law, announced the 
appointment of William L. Chambers, of Washington, D. C, as the 
third arbitrator to act with the two arbitrators already appointed. 

The board of arbitrators convened in the United States circuit 
court room, northern district of Illinois, eastern division, in the Fed- 
eral building, at Chicago, 111., on Monday, May 16, 1910, at 10 o'clock 
a. m., in pursuance of the articles of agreement made and entered 
into between the said railroad companies and the Brotherhood of Loco- 
motive Firemen and Enginemen. 

The testimony of various witnesses, comprising 2,966 typewritten 
pages, was taken from day to day, beginning on the 16th of May, 1910, 
and concluding on June 3, 1910. 

After arguments by counsel the matter was submitted for decision 
and the arbitrators reached their conclusions and announced their 
award on June 4, 1910. 

REQUESTS AND AWARD COMPARED. 

All articles in requests made by the firemen with the exception of 
Article I, covering rates of pay, were agreed upon in conferences be- 
tween the officials of the railroads and the representatives of the 
firemen's organization. Article I of the firemen's requests, the basis 
of the arbitration proceedings, is compared below with the award of 
the arbitration board. 

REQUESTS. AWARD. 

(a) Firemen in main and branch line (a) Awarded 15 cents per 100 miles, 
passenger service to receive an increase 
of 25 cents per 100 miles or less. 

(6) In through or irregular freight, (6) Awarded 15 cents per 100 miles on 
mixed, work, wreck, gravel, helper, oil-burning locomotives, and 30 cents 
pusher, snow-plow, and branch freight per 100 miles on coal-burning locomotives, 
service (except Mallet) to receive an in- Awarded $3.75 per day. Where the 
crease of 40 cents per 100 miles or less, same or higher rate is now paid on these 
provided that the rate of pay per day or engines there will be no increase. 
100 miles shall not be less than $3.85 on 
simple engines with cylinders 24 inches 
or over in diameter or on compound en- 
gines weighing 215,000 pounds or over on 
drivers. 

(c) Rates in local or way freight to be (c) An increase of 25 cents per 100 
10 per cent greater than in through miles awarded, except on roads having 
freight. an 8-hour day. Existing differentials to 

be maintained. 

(d) On Mallet engines, the rate to be (d) Four dollars per day allowed in all 
$4.20 per 100 miles or less in all branches branches of service. 

of service. 

(e) The rate for yard service to be in- (e) An increase of 25 cents per day 
creased 35 cents per day. awarded. 

(/) Same increase (35 cents) as in yard (/) An increase of 25 cents per day 
service shall be paid to transfer service, awarded. 

(g) Hostlers, switch engineers, ami en- (g) An increase of 25 cents per day 
gine dispatchers to receive an increase of awarded. 
50 cents per day on lines where they are 
represented by the Brotherhood of Loco- 
motive Firemen and Enginemen. 

The increases ahove awarded were made retroactive as of May 16, 
1910. 

All awards were unanimous except that on Article I. Mr. Shea, 
representing the men, dissented from this. 



RAILROAD LABOR ARBITRATIONS. 53 

EFFECT OF APPLICATION OF AWARD OF ARBITRATION BOARD ON 
INDIVIDUAL RAILROADS. 

No uniform basis for the payment of locomotive engineers has up 
to the present time been adopted in the territory east of the Ohio and 
north of the Potomac rivers. Some railroads classify their rates of 
pay according to the size of cylinders, others according to weight on 
drivers, still others according to the number of wheels, and according 
to the trade name of the engines. Not until the year 1913 were the 
rates of pay to locomotive firemen in the eastern territory standard- 
ized according to weight on drive wheels, and the same basis of pay- 
ment, both to engineers and firemen in the West, was not adopted 
until the year 1915. As a consequence, it was impossible, with the 
printed working schedules as a basis, to make any comparative study 
as to how rates of pay to engineers and firemen were affected by 
awards of arbitration boards. Methods of wage payment were fre- 
quently changed by the application of the decision of arbitration 
boards. 

Under these conditions, it was decided to use as a basis of com- 
parison of rates of pay the classification of locomotives required by 
the Interstate Commerce Commission. Up to the fiscal year 1915 
this classification was uniformly used by the railroads in reporting to 
the commission. In the following comparisons the figures relative to 
the number of locomotives and their average weight on drivers (tons), 
prior to the fiscal year 1915, are based on information secured from 
pages 103 to 107 of the annual reports of the carriers to the Interstate 
Commerce Commission. In the form of annual report adopted for 
use in 1915 there were considerable changes made throughout, and 
locomotive classification was furnished in a different manner by the 
carriers. Because of this variation it was necessary to request the 
railroad companies to furnish data on locomotive equipment that 
would be comparable with prior years. 

After the information as to number and weight of locomotives in 
the various classifications was secured from the annual reports of the 
railroads to the Interstate Commerce Commission, printed forms were 
mailed to the companies to be filled out. Each sheet was divided into 
three similar sections, providing for single-expansion, four-cylinder 
compound, and two-cylinder compound or cross-compound locomo- 
tives. The information requested from the carriers was as follows: 

(a) Class of service in which each locomotive was engaged. 

(b) Weight on drivers. 

(c) Number of locomotives of each class. 

(d) Rates of pay per day of 100 miles or 10 hours or less to (1) 
engineers, (2) firemen. 

Because of the change in the 1915 reports, mentioned above, a 
special sheet for this year was prepared and sent to the railroad 
companies requesting, in addition to the other inquiries fisted, the 
average weight on drivers (tons) of locomotives. The printed forms 
sent to the railroads were for the fiscal years prior and subsequent to 
any arbitration proceedings they were involved in, either with their 
engineers or firemen. 

In the following derivative tables, rates of pay to locomotive fire- 
men and hostlers are shown prior and subsequent to the award of the 
arbitration board in western territory of June 4, 1910. 



54 



RAILKOAD LABOB ABBITBATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1910, and amount 
and per cent of increase in rates awarded by the arbitration board according to class of 
engines. 

ATCHISON, TOPEKA & SANTA FE RY. 





Number. 


Average 

weight on 

drivers 

. (tons). 


Rate per day of 100 miles or less 
or 10 hours or less. 




1909 


1911 


1909 


1911 


1909 


1911 


Increase. 




Amount. 


Per cent. 


Switching Service. 

Class A2, 00 >: 

Oil 


1 
1 


2 


50 
52- 


51 










Coal 














■$2.30 
2.25 
2.15 


$2.55 
2.50 
2.40 


$0.25 
.25 
.25 


10 9 












11.1 












11.6 


Class A3, 000 >: 

Oil 


23 

108 


56 

74 


58 
59 


63 
56 




Coal 












2.30 
2.25 
2.15 


2.55 
2.50 

2.40 


.25 

.25 
.25 


10 9 












11.1 


Second-class yards 










11.6 


Class A4, 0000> 




7 




68 




Strong City and Bazar, Kans. 1 






2.55 
2.50 
2.40 






































Class C3, OOOoo>: 

Oil 


20 
35 


20 
25 


45 
45 


45 
45 








Coal '. 










Strong City and Bazar, Kans. 1 


2.30 
2.25 
2.15 


2.55 
2.50 
2.40 


.25 
.25 
.25 


10.9 












11.1 












11.6 


Class C4, OOOOoo>: 

Oil 


3 
3 


6 


52 
52 


52 




Coal 














2.30 
2.25 
2.15 


2.55 
2.50 
2.40 


.25 
.25 
.25 


10.9 












11.1 












11.6 















i Special rate account partially road service. 

2 First-class yards (all otheis second-class yards): Chicago, 111.; Corwith, 111.; Shopton, Iowa; Kansas 
City, Mo.; Topeka, Kans.; Argentine, Kans.; Emporia, Kans.; Arkansas City, Kans.; Chanute, Kans.; 
Wellington, Kans.; Dodge City, Kans.; Newton, Kans.; La Junta, Colo.; Pueblo, Colo.; Raton, N. Mex.; 
Las Vegas, N. Mex.; Albuquerque, N. Mex.; Gallup, N. Mex.; Winslow, Ariz.; Seligman, Ariz.; Los 
Angeles, Cal.; Bakersfield,Cal.; Richmond, Cal.; Needles, Cal.; Barstow, Cal.; San Bernardino, Cal.; Fresno, 
CaL; San Francisco, Cal.; Ei Paso, Tex. 



RAILROAD LABOR ARBITRATIONS. 



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RAILROAD LABOR ARBITRATIONS. 



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I 1 * ° : 

TO* TO • 


"3 

o 

a 










lO to 

g 






UO 










lO lO ' 


O 










O lO 

■* TO 






o 
oo 

CN 










o «o ' 

tj< to ; 


s 

O 
















uO 

tc 










»o O ' 

CN uo • 

CN CN • 


>> 
CD 

> 


cd" 

CO 

C3 
S 

o 








■>* io r~ o 

tO » eo TO 


TO 
U0 


l> 

u0 






i<mN o • 

TO TOTO TO ■ 


1 

a 






uoiouo »0 
g ' 


UO 


uo 






lOuO u0 to ' 


<35 






0*00 lO 

lOt* TO 

CNCNCN CN 


00 

cn 


s 

CN 






OuoO lO • 
to t(i -<*i TO • 

CNCNCN CN • 


1 






lOOiO o 
CO COCN W 

CN CN CN CN 


OiOLfJ 
t^ TO TO 

CNCNCN 






mom o ' 

COCOCN to • 

cn CN oi ci ' 


d 
"J 

1 

2 


cd' 

1 


CD Jd 

ft| 






TO 




o 

TO 


TO O 

»o»o 








TO 




O ' 

TO I 


1 

o 

a 






UO 

g 




iO 


lOuO 








to 




lO ' 


OS 






o 

lO 

i 


o >o 

■«fi TO 
CN CN 


CNCN 








8 

CN 


O iO ' 

•"*• TO • 

CN CN ! 








tO 

CO 

CN 

e© 




8 
CN 


O.uO 
t~ TO 

CN CN 








lO 
CO 

CN 




OU0 

U0TO 

tNCN 


.9 
ft 


CD 
CO 

03 

1 












1-- O 

TO TO 


















I> O • 

TO TO ' 


i 

o 

a 
•3 










lO lO 

g 


















uo >0 ' 


s> 










o io 

-*P TO 
CN CN 

&3 








uo 

TO 
CN 








O uo ' 

•^f TO • 

oi cn ! 


O 

OS 






io o m o o 

CO CO CN lO UO 

CN CN CN CN CN 

«© 












COCO CN lO • 

cn cn CN* e<5 '• 


Average 

weight on 

drivers 

(tons). 


OJ 


lO «* 

t>05 


















TOCO 
uo U0 










8 




<* 




















uO 










CD 

a 


Oi 


t- to 

i-H CN 


















lO CN 










1 




o 

CN 




















CN 


















Passenger Service— 
Continued. 

SINGLE-EXPANSION loco- 
motives — continued. 

Class F3, oOOOoo>: 

Oil. 


"o 

c 


o 

"ob 

i— i __ 

P! r -^ 

BJ P 

5 


i 


c 

p 


T3 
PJ 

o> 

T3 

| \ 


18-inch cylinders and 
over, and over 
135,000 pounds on 
drivers s 


C 

P 


o 

p 


C 
P 


c 

p 


FOUR-CYLINDER COM- 
POUND LOCOMOTIVES. 

Class F2, oOOoo>: 

Oil 


~c5 

O 

O 


>> 
o 

1 

'& 

h 

Is 


C 
P 


c 

p 


s 

co 

CD 

-d 

_c 

>. 

5 C 


3 



BAILBOAD LABOR ABBITBATIONS. 



57 












• t>- o 

!-o to 


















• iO m 






• in 












o m 

rr to 
cn CN 






s 

• CN 


• o 

• o 








IQ O 
CM m 

CN CN 






CN 








to' to co to' 


c£ 




id 








lO iO O "3 


r " 5 > 


iC 








coo m 

ffl'V'* CO 

cn cn cn cn 


OC 
CN 




s 




CNC\ 


■a o 

CN in 
CN CN 


r- to to 
cn'cn'cn 








to 




o 

cd 


to t- 










lO 




LO 


lOlO 










CN 


C in 

r" CO 

CN CN 


m o 

CN CN 




s 




00 
CN 




o 

in 
CN 


om 
t^ to 

CNCN 














t~- O 

CD* CO 




















m m 




















o m 
-* o 

CN CN 








mo 
too 

CN-*' 




mo 
co cr: 

CN CN 


mo o 

CN m in 
CN <N* CN 












to 
t-- 


















CO 
























- 


















<N 


- 






















e 

A 

a 


Z 

z 
z 

B 
« 

J 


a 
.a 

1 

g- 

In 

•3 


i 


C 
P 


T3 

CD 

- 

o 

Si a 


18-inch cylinders and 
over, and over 
135,000 pounds on 
drivers 8 


C 
P 


c 

p 


c 
P 


c 

e 


"S 

/ 

O 

c 
g 

1 

z 
z 
z 

a 

1 





^ £ Sri 

1-5 •— 3cfl 

■r Z .S^» . 

K d c3^** 

3 9 ss © W3 

• --2.2^ 3-g 

o 

3 



!<* 



58 



RAILROAD LABOR ARBITRATIONS. 



3 

| 

© 
© 

s 

'3 

© 
P. 

.g 

CO 
9 

O 
t-i 

3 

o 

o 
o 

CO 
CO 

_© 
o 

1 
o 
o 

o 
>> 
05 

-o 

S-l 
© 

® 

"o3 


© 

& 


©' 

© 
© 

i— i 


® 3 








































00 














m 


3 
o 

a 
< 








































m 
g 












m 


OS 








































m 

CN 

si 












s 

CO 


8 

as 








































o 

CO 












m 

CO 
CO 


© 
> 


© 

CO 

© 

5 


© a 






































CO 

m 












m ■ 


g 

o 

a 

< 






































m 












m ' 


OS 






































o 
o 

u 












o ' 

CO ■ 


s 

OS 






































m 

00 
CN 












m • 

OS • 
(N '• 


g 

"3 
3 

O 


ffl 

© 
O 

a 


®fl 

Ph ©■ 










•lOCON 




OCNCO 
Os" Os' i-5 






MiflOH 

in in m m 






m ce co m • 
-a" tr m oo' ' 


"3 

3 
O 

a 










o 




OOO 
CO CO CO 






m m m m 






m m m m • 


as 










ooo 
in -^ oo 

CO CO CN 




in in to 
o mos 

CO CO CN 






oosino 
co cn co co 






ooooo ' 
m •>* os cm ■ 

CO CO CN CO • 


S 

as 










. m m m 

CO CN CO 

co'co <n 






mm 

MS 

co'cn 






m -* o in 
cn cn co cn 






• >j^^i co m ■ 

COCN00OS ■ 

• CO CO CN CN • 


co 

a 


© 

CO 

03 
© 
S 
5 


® a 
fwg 












oo 










ir 


j 










OC 


5 










s 

o 

a 






m in 






coco 










i ""* 










mm 










OS 






28 






co'co 










! o 
! ° 

i ^ 










m o 

--HO 

coco' 










OS 






iQiO 
OS 00 

cn'cn 






mm 

OS 00 
CNCN 










: 8 

! IN 










oir 

OCX 
CO o 


i 
i 










Average 

weight on 

drivers 

(tons). 


OS 


00 <M 

lOO 




















' o-* 
oso 


























8 

OS 




CO 




















oo m 


























© 

B 

3 

!*$ 


OS 


CMOS 

i-H 




















! oo o 

00,-! 


























OS 




CN 




















coco 

m r-4 


































Freight Service. 

single-expansion 
locomotives. 

Class B3, O00o>: 

Oil 


C 


c 

c 
t 

c 


> 


c 
P 


c 

p 


c 

p 


c 

1 

1 


? 


c 
P 


c 

p 


c 

p 


A 

o 
O 
O 
O 

o 

P.- 

cnZ 

3 




Oil burners- 
Less than 135,000 
pounds o n 


c 

p 


c 

p 


c 

p 


C 
P 


c 
P 


c I 
to a 

a z 

a§ 
II 

in c 

s 




c 

p 


c 

p 


c 

p 


C 

r- 


6 

p 



KAILEOAD LABOR ARBITRATIONS. 



59 

























© 
©' 
















Ifl 















d 












© 

CO 












© 

CO 
















ie 












° 














CO* 












d 
CO* 
















5f 

CO* 












3 

CO 














CO 












CO 
CO 
















CO* 






















>r 














CO 
















© 
10 












5 i 










© 
re 














CO 
















10 












3 : 










CO 




























l-0> 
CO* 












' 

© ; 
CO • 






















© 
CO* 
















eo" 












© • 

CO • 




mooN 
© © 






OCOCO 
©' © C CO 



















coooco • 
i-i © ©' d ' 




coco 

CO CO CO CO 






coo 

CO CO CO -J" 










lOifliOiO 






0000 ' 

CO CO CO CO • 




BO CO* W DO 






lO O CO >c 

50 10 r-i ro 

CO CO CO CO 










coco 

00 OS © .H 

CO CO' CO CO* 






LO IC LO • 

OSCrH<N . 

cocococo • 




CCt-CO 

co* co' co co' 






cococr, a, 

CO CO* CO* CO 










lO uo iO if 

<e t- -x. c 
co' co* ci 








O lo u<3 • 

ct-x» • 
cocococo ■ 


© 










010 
do 














«d «c 












C0»O 
i-id 










o 

co 










00 

COCO 














IQiQ 










0© 

coco 










■a 
co 










©iO 

CO ^H 

co'co' 














co'co 










co'co 










CO* 










©iO 

ex 
coco 














10 lo> 

ec 00 

co'co* 










coco* 




































%u 






















































(NO 

CO CO 






















































t-~eo 






















































r~co 




























Coal burners- 
Less than 1:55,000 
pounds on 


c 
P 


c 


I 


c 




— > 

e - 

r- 
= 

— g 
1" 


P 


c 

p 


c 

p 


c 

p 


c 

p 


e 


A 

§ 
O 
O 

ei 

OS 

er.C 


C 


■s 

C 


c 

p 


c 

p 


i 


c 


c 


c 


f= 

i 


c 


c 

p 


c 

- 


c 
R 


c 

- 




p 



3 * 

O « 



3 * 



M 



I 



3 
5 



lis 






eg © S s- ~ 



>fc 



cs eg 



■SrT^ 









o 



i .11311 



ciooft- »o >- 
o -r r K *= «o> 






I s ! a 

<D 

.a 

11 



ca 



- w. O eg fl v*n o *^ >. 



?s 5; fc- - > ~' k* q o ^ ' H "3 
o 1— 1 q ^ o - o £> 

^ ^ ,- ^ '/=" w rp c_; § I 



Ccc 



II 



a - . 



s a 



60 



RAILROAD LABOR ARBITRATIONS. 



CO 

03 

© 
© 

'3 

1 
a 

co 

CO 
© 

o 

co 

H 

O 

o 

M 
O 
co 
co 

^© 
o 

CO 

1 

© 
o 

o 

& 

t-. 
® 
ft 
© 
"el 


© 

CO 
© 
ft 


© 

CO 

© 


© M 






; j j j <N 
j ; ; j us 








' • Jr-H 






I 

a 






1 I ! !us ! 

j : j jg : 






! '• !us ! 




s 






: : [ "\g 

. . . . co' 






• j ;0 

; ; ;eo 




s 

OS 






i j j is 

! ! I !c4 

. . . . sm 






! ! '• us 
j j ;Os 
• • • oi 




"el 


© 

CO 

c3 
© 






• . . . CO 

. ! jus 








! cc j 








"1 

o 

B 
< 




' ' ' ' *° 

• • j -O 








!us '• 
i . *i 








OS 




• ••• OS 








• o ' 
!° ! 
! ^ ; 








s 

o 




. . . . CO 

! ! ! !°° 

• , • • ' CJ 








■ U5 • 
• OO • 








"5 

o 


© 

© 
o 
Pi 






. iNHI 
■ • • USUS > 


O • 'CO 
C • • us 






I>.T-* US 

us us ui 


• .CO 

! ; us 




• co 


a 
B 

o 

S 
< 




• • . in us 

• 1.1-17-1 

'. ! .'o 


o • • us 

H ■ • rH 






. US US lO 


,' ! *° 




• o 

■ CO 


OS 




: i :8°< 


D ' OO 

53 |HO 

vi •ec'eo 






tNCo'cN 


;S8 

• coco 




OS 

■ o4 


OS 

o 
os 




• . . us us 

. • ■ coos 

! ! ! e4(N 

• ■ ■ m 


OU5 • us 
^os -00 






■• us us us 

■ coos r^ 

■ C4CNCN 


O • us 

33 • (30 






'o3 


© 

to 

® 
© 


® PI 
^8 




usee ■ • 
us us • ■ . 




usco • • ■ 
lOiO • • • 




OSCO • 
OO ; 


1 




. US US • > 
• © . ' ' ■ ■ 




• us us • • • 




CO CO • 


OS 




: g8 : i 

. CNCO •' ■' 
■ 6fv. ' • 




OO '• '• • 
OO • • • 

CNCO • • • 




CO CO • 


g 
OS 




: ££ : : 




us us . • . 

I>00 ■ ■ • 

CNCN ■' ■ •' 




! us »o . ■ 

t^ao • 

CN(N • 


Average 

weight on 

drivers 

(tons). 


OS 


HO! • • • ■ 

U3tJ< • ■ • • 
















g 


io-^ i ; ; ; 
















© 

I 


OS 


TfO . . . . 

ecus • • • • 
















g 


USOO .... 
CO CD .... 
























Freight Service— Con. 

SINGLE-EXPANSION LOCO- 
MOTIVES — continued. 

Class C3, 00 Ooo>: 

Oil 


Coal 

Oil burners- 
Less than 100,000 
pounds on driv- 
ers i 

Do.* 

Do. 3 

Do. « 


6 6 6 6c 


• -r. i 

'•1'' 

■8.1 

r 




5 

3 

u 

It 

5 


i 6 6 6 


6 6 6c 


Coal burners- 
Less than 100,000 
pounds on driv- 


• 6 6 

3 oa 

5 



RAILROAD LABOR ARBITRATIONS. 



61 



2 : S 









I 




















;© 














O 

d 












o 
d 




;-a 
















• o 

■ CO 














o 

CO 












I© 












• CM 






























CO 












CO 












• cm 
















• cm 














CO 

CO 












re. 
co 


ce 
© 
















c© 

O 






















CM 












CM 




o 
















o 






















O 
CO 












o 

CO 




K 
K 

ce 

cs 


















CO 






















c-j 

CO 












Si 




















00 

c-i 


































OS 

CM 




do 




c© 
d 






cocmo> 
■-Jed 




CD 

d 








OCM C 

dd- 


O 

d 






OCMCOO 

OS OS O OS 




gg 




m . 






ooo 




CO 








oooo 

CO CO CO CO 






OOOO 
CO COCO CO 




co 

- 


d 

re 


83 

COM 






iC-OW 
CT> CM O 

cm co co 


CO CO 








:© ifl OS CO 

CO CO CM CO 






CO l« »-i CO 
CO COCO CO 




1 - 


1C 

a 












p 


IT 
P. 


c-i 


00 

cn 








1C 


UO lO IQ 

CN •-; CO 

CO CM CO 






l-O "O CO o 

CO CM 3C CO 

CO CO OJ CO 
















05CD 

do 
















CM CO 

• do 










Oco 

do 
























oo 

CO CO 
















oo 

COCO 










oo 

CO CO 
























if: io 
coco 
















Wi3 
CMrt 

CO CO 










COi-H 
CO CO 
























S8 • 

CMCM • 
















S3 

CM CM 










o >o 

O -JC 
CO CM 










































o 




























































o 




























































Ol 


















































r~ 






























Q 

p 


- 


- 
- 


R 


o 
- 


- 


5" 
M 

St--. 
go© 


- 


d 


6 

- 


d 

n 


d 

- 


d 


d 

- 


- 


A 

o 
O 
O 

c 

o 

CO 


§ g 

-co 

»o > 

M - 

— 

*° 3 
a a 


d 

- 


C 


d 

- 


d 

- 


V 


c 


CO 

5 - 

li 

=r 3 


d 

q 




q 


d 


d 

- 


d 

q 


o 

A 





3 3 

& § 

o .a 

3 9 



° -a 

a . • a 

c3 coZ CO 

o ? j» o 



i 2 M © 



« X 


CD 


la 


a 


fcfc 






JS ® 


CD CD 


§^ 




>x 


^E 


CS oT 


3 s 


-°5 




« 


m4 


ss 


*£ 




^,-' Q 


M 


^ 


as 


^^ 


a* a" 


^5 

O co 


"SP 


«T5 




;n« 



h5^ 



O" X CO 



«-cT^rc» 



>oo; 



55M c3 « 



. _> 

2^S£^a 

cfcfZ'|§Z 

IIIHl 

• i- a « s a 



•3 



62 



RAILROAD LABOR ARBITRATIONS. 



o 

S-l 


© 

© 

a 

9 

O 

o 

43 
O 

U 
O 

GO 

© 

s 

1 
1 

O 
03 

© 

© 

"o3 


© 

© 
R 


©' 

SI 

. © 

o 




















OS 


















OS 














OS 


o 

PI 


















■ o 

"■»■ 
!o 


















o 














o 


os 


















•to 

• t> 

■ CO 

■ s© 


















CO 














CO 


OS 

o 

OS 


















s 


















•o 
w 

CO 














tO 

CO 

CO 


>> 

_© 

"oS 

> 


© 

C3 

I 

q 


h© 












<M 


















<N 














Si 








I 












8 

o 
4© 


















js; 














8 








OS 












to 

M 


















CO 














• to 

CO 








s 












tO 

OS 

6% 


















OS 














OS 
CN 








3 
o 


© 

Si 

© 
o 

a 


p—l © 
© 








■ON 

CO 


■<*< OS 
to rt 






COCO 

to -^ 


OiO 






■ON •■*© 
CNCO -lOrH 
CO I' - " -1 




"3 

3 

I 

< 








(MO 

Os co 


oo 

tO -* 










tO to 


tO «5 






NO 'OO 
OS CO -to ■* 




OS 








tO«5 

coco 


"OiO 

coco 










ceo 

OS CO 

cn co 


oo 

COCO 






to tO • tO tO 
CO CO -CO CO 




OS 

O 

OS 










Ifl tr 


tOtO 
CN CO 

CO CO 










co to tr 

OC tji C 

cn co c<- 


8£ 

coco 






CO tc 

x -r 


C5CN CO 
CO CO CO 






© 

03 
© 
© 

a 


© a 




Offl 
S3 CO 
















CM 
tO tO 












oo 

l6i-4 

CNCO 














I 

< 




Kg 
s * 
















tOtO 












too 

N OS 














OS 




tOtO 

ro CO 
















ICO 

-HO 
CO CO 












io to 

coco 


















88 

co cn" 
















OiO 

O 00 

cooi 












OiO 

O CO 

COIN 














Average 

weight on 

drivers 

(tons). 


OS 


8 
















I>tO 


































OS 

o 

OS 


S 
















to 




































© 

I 

s 


OS 


tO 
















rHCN 


































OS 

o 

OS 


lO 
















CN 












































a 6 . 

J. SI 5 
* §T § 


o 

p 


d 

n 


c 


C 
R 


o 

R 


o 

fl 


o 

p 


p 


A 

o 

C 
O 

c 

o : 
c 
o : 

lO .' 

sa 

oaO 
03 

3 




co 

5 


a 
R 


d 

- 


c 

p 


c 

p 


d 

p 


d 

p 


d 

R 


© 

s 


c 


c 
R 


d 
R 


p 


d 

fi 


d 

fl 


6 

p 





RAILROAD LABOR ARBITRATIONS. 



63 





























K 














>r 












at 




























^ 












'•o 










o 




























JO 

CN 

CO 












• o 

• CO 










a 

re 




























o 

CO 












■ CO 
•CO 










a 






r 


. 


















CO 












in 










d 






















m 












m 










o 

CO 




























o 

o 

CO 












o 










CO 




























58 

CN 












m 

o 

CN 










IB 
BC 

CN 










O CN CO 






M 


ir 








ir 


O COiO 
'TiOX 




moocN 
dodo 








■s^ 






LO io LO io 






in in i.o m 

,_, ,-H -H CN 




oooo 










ic ic ic 
co co cn 






c 
c 


as >n c 

OC ^* — 








oooco 

CO CO <N CO 




3.15 
3.04 
3.30 
3.25 










|C 


6 


EC 
CN 










CN 








m U" 
COCN 

coc- 


coo 
oc o> 

cn cn 




2.85 
2.74 
3.00 
2.95 






CN CO 










CO 










O CO 

«c m' 










d 














CO 

CO CO 










io 










■C in 










o 

CO 














£2 

coco 










o 

o 

CO 










ICO 

i-i o 

CO CO 










CO 














ox 

CNCN 










X 










o us 
©oo 

cooj 










CN 














s 










§8Sc 








































00 
SO 










§2 
























- 
















CO 










oo 








































m 










Jn tt 








































R-CYLINDER COM- 
^D LOCOMOTIVES. 

*3. OOOo> 












>' 
o 

C 

o 

o 

c 


- 


I burners- 
Less than 135,000 
pounds on drh- 
ers ll 


c 


C 
- 


c 


c 


c 


c > 

9 

o 3 

§ "nc 

■o o « 

CO 


6 


ci 
R 


6 


c 


c 


c 


al burners— 
Lessthan 135,000 
pounds oh driv- 
ers" 


d 
- 


6 

- 


c 


6 
- 


d 

- 





S3 
a 1 



o 

3 

If 
2* 1 



o 3 a> 
*« • 



Ss 



o g « M o 

?3 O 2^ o 



O* -1 X aj w 

CcS g o 
^•5 



= — 



J2 «Z' 
o g . 
w s >> 



>!« 9 e9 a> ai 



X >* • £z a< 

si 3f*s3 

Tl<r SO 

j Pjpt5j5 

I sS^s- 

K S ^^ w 
6-^03 K '-|o 

O ^ • - <» *o - rPS 

l r3o>og. r 



o r ^- 



iSfeo 






<=o 






CC o o o o oSs 






64 



RAILROAD LABOR ARBITRATIONS. 



i 

® 
eg 

CD 

CO 
fl 
CO 

^® 
o 

i 

o 

8 

CO 

CO 

s 
9 

o 
o 

*o 
>> 

03 

T3 

«H 

CD 

ft 

CD 

"3 


CO 
CO 

A 


CD 

CO 

C3 
P 


® PI 














o 
d 




















OS 
















OS 


"5 
o 

a 














o 

CO 

p 


















o 














o 


OS 


„ 












CO 


















co 














l> 

co 


OS 
O 
OS 














CO 
CO 

©a 


















CO 
CO 














co 

CO 


>> 

> 


CD 

CD 
O 
| 


*1 












CN 

d 














si 














CM 






"3 

1 

<1 












o 

CO 

d 














§ 














S ' 






o> 












3 

CO 














c6 














to 

CO 






g 

OS 












U3 

OS 














5S 

OS 

GN 














as 

CN 






.9 

08 

"3 


o 


CO 

W 
C3 


® PI 






OCNO O 
OS OS O CO 










CO CO 


coio 

Tli Til 






CN00 

CO 


Tf OS • 

ICtH ! 


1 

a 






oooo 
d 










lOiO 


iOU3 






(NO 

OS CO 


^° i 


OS 






CO CO CO CO 










ooo 

OS CO 
CNCO 


Tf( to 

coco 






coco 


CO CO • 


1 






10 1QMU5 
CO CM 00 OS 

CO CO <N IN 










COlOlO lO lO 
00-* OCNCO 

CNCO CO CO CO 






CO tO iO to lO • 

OOtCOINM • 

CN CO CO CO CO • 


co 

'3 


CD 

en 

C3 

I 

a 


« p) 


O iO 

do 














oco 












oo 

IO 1-H 

CNCO 












"8 

§ 
a 


oo 

CO CO 














iO >o 












C-- OS 












OS 


CO rH 














»oo 

T-HO 

coco 












CO CO 












8 

OS 

I— 1 


COCN 














88 

COON 












o to 

OOO 

cooi 












Average 

weight on 

drivers 

(tons). 


1—1 
















CO 


































1 
















CO OS 
































1 

a 

ft 


OS 
















CO 
































H 


OS 

o 

OS 
















CNrH 






































w «|h A 1 ? B'c 
o wo o 1 o p 
£ Q a O £ »S 

! s§i §isi 

3 igS Mo 

i |ii r 


1 

n 


> c 

p 


c 

p 


c 

p 


c 

p 


c 
P 


A 

o 

O 

o 
o 

o 
o 

uS 

coC 

1 


c 
B 


a 
p 

c 




c 

p 


c 

p 


to 

c 

p 


c 

p 


c 

p 


c 

p 


a 

5 

E 

B 




c 

p 


c 

p 


to 
C 

P 


C 
P 


c 

p 


6 

p 



RAILROAD LABOR ARBITRATIONS. 



65 



2 • o 



2 :£ 



















































-r 














ia 


















































«■; 












>o 


















































o 












e 

CO 






- 












as 

cn 












8 

CN 
















CO 
CO 












M 

CO 














































16 












U5 ■ 
















































H3 












1ft. j 
















































e 

CO 












o j 

CO • 










oc 

CN 






• 








CN j 




















CN 






















































4.5 
4.0 
5.7 
4.5 






lO CCCO IO • 










































W W ifl rt 






IC iO IO irt • 










































3.50 
3.40 

2. SO 
3.50 






3.50 
3.40 
2.98 
3.50 








i- ir 

CC B 


cn 


CN 


X 
CN 








a 

CN 


t-o- 

CNCN 


00 
CN 










io w m m 

CO CN CO CO 
COCO CN CO 






eoo 
eo'c 


, CO t-O . 

oeco • 

CNCO ■ 






































1-1 CO 
































- 
























LOIO 










lrttf> 












































28 

eo'co 






















J2S 

coco 




t-QO 
CNCN 












CNCN 














CNCN 










c 












































i-ioo 




























30 
S 






























Mt». 




























































S§ 




























LO 










00 

c 

- 


















: 8 




























i 

c 
c 

s 

5 


11 

1 

E 





- 


e 
- 


c 

p 


S 
P 


e 


— s 

1 - 

M 

c 




p 


c 

- 


d c 


c 

p 


c 

p 


A 

o 
O 
C 

c 

o 

CO 


1 


il burners— 

Uss than 135,000 
pounds on driv- 


P 


e 
- 


s 


-3 
C 
- 


P 


c 

- 


05 ? 

Si 

c •■ 

ft! 

r 


5 

j 

5 

:„ 

;- 
> 


: 
P 


e 

P 


i : 


I c 

p 


o 



1 

O cp 






~x 




55 




co a; 








CX*^ 






3 




C9 CP 




IS 

d 
a 1 

J8 


1 

S25 




3 


•< 


a 


s^ 





3 




> 



1 Z .5|I s 

^2e8 53 55pQ Jz 
^ S a 3 -v- 

^ «- O co^^ 55 

s,s -&«^ .« 

•2 dO -« ot O co 



^mq e§ § © x cfl 

§iSx r 1^4o r 



S ca 



55° 



X 

CP 

a 

S x 
-2 • 



S§| 



S c3<,® £0©* 
J3-2 3 oJ 5 o— es 



— - - 

cp 1 ^ 1 - 1 *- 

.3 Q o r 
s r rep 

- c, v - 
O 3 3 «5 



51393°— S. Doc. 493, 64-1- 



66 



RAILROAD LABOR ARBITRATIONS. 



</) 

"C 

o 

'1 

<u 

cp 

<a 
'3 

QJ 
ft 

fl 
co 

CO 

(h 
O 

5 

O 

O 

M 

O 

K) 
CO 
<0 

s 

"I 

o 
o 

o 

% 

re 

eu 

ft 
a> 
"§ 


1 

cu 

fl 


03 

8 
| 














o 
o- 














c- 




















CS 
l-J 


1 

«1 












o 

CO 

3 












o 

CO 


















o 


OS 












8 

CO 












CO 

CO 


















o 

CO 


g 

OS 












IT 

C-r 














o 

CO 
CO 


















o 

CO. 
CO 


> 


1 

f-i 

fl 


cv c 










CN 

d 












CN 

d 














CN 






1 
O 

a 
< 










o 

CO 

d 












o 

CO 














o 

00 






a> 










o 

CN 

CO 












O 
CO 














o 

CO 






I 










o 
os 

CM 

6© 












cm 














os 






g 

g 
O 


o 
fl 


# fl 






ONMO 






OCNCCO 

d os d oj 










CO CO 

O t£ 


CO O • 


O 

a 
< 






c COO 
CO CO CO CO 

d 






oooo 

CO CO CO CO 










IO O 


oo • 


OS 






toooco 

CO CO CN CO 

6^ 






OOCOO 
CDOHCC 

coco' CO CO 










coo 

OS CO 

c4 co 


oo ' 
^f o ■ 

COCO ' 


OS 






O O O o 
CO <M CO CO 

CO CO CN CO 






O O M o 

CO CM 00 CO 

CO CO <N CO 










^0 o o o o • 
00 tJ- O (N CO • 

(N CO COCOCO • 


fl 

5 


| 




<ncc ; 

do • 








O CO 

do 




























I 

o 

a 
< 


OO '• 
COCO • 








oo 

coco 














o o 












OS 


CNi-H . 

coco • 








OO 

coco 














ICO 

HO 

coco 












g 

OS 


$£ : 

CNCN ■ 








88 

COCN 














gs 

COIN 












Average 

weight on 

drivers 

(tons). 


55 




























t-OS 
















OS 

O 
OS 




























t~- b- 
















a 


OS 




























oo 

OS LI 
















1 




























00 o 
00 t~- 
























Freight Service— Con. 

FOUR-CYLINDER COM- 
POUND LOCOMOTIVES— 

continued. 

Class E3, oOOOo>— Con. 
<Joal burners- 
Less than 135,000 
pounds on driv- 


C 
P 


d c 


c 

p 


c 

p 


c 

p 


fti 

IQ C 


c 

p 


c 

p 


c 

p 


c 

p 


P 


c 

p 


A 

o 

o 
o 

1 

o 
o 

1° 


1 


i 

c 


c 

R 


c 

p 


c 

p 


c 

p 


c 

p 


o 
R 


6 

R 



RAILROAD LABOR ARBITRATIONS. 



67 





; ; ;« 
















■ • • O 
















: i ;£ = 

. . . CO*: 


l 8 8 8 








'• '• '■ iC 
; ; ;ec 

■ ; ;co 
















N • • • 










CO 
U5 




55 i : : 










iO 




"3 i i ;8 S 8 8 


8 

CO 




iO • • • 
3i ; ; ; 










CO 
CN 


i i "° ** 

• • cnoc 
















• 'no 

■ ;0>CO 


•00 ' 














i i —' ^ 


i?5B ;8 8 § 8 






• j « M 


§38 i 

■ococo 1 














O* ; ; 

^5— ; ' ' 

CM CO • • 
































»0«0 '• • 
co co • ■ 


i : j JS 8 8 8 

• ...-«. -»r rf> •*»• < 






S5 ! j 


















: : : is? g 8 g ig j 














g j 






i '-H TT CM O «H ! 














** 




CO • • • 

fe : : : 

c . . . 
a «•=.». « 

a => o o 
f--Pf 

03 

a 


: j • :a 

• . . :c 
: : : c 

: • ■ :o 

5 . •"*• -c 

3 O O CX 

1 


■ 




c : 

. 
c . 
: 

c • 

~ — 

~. 5 


• 
: 
: 
c 
c : 

i 

e 
c 
c 

: .= 

+a C 


: 
: 
: 
: 

6 ; 

c 
: 

if 


gg . ^ 
oo« 

gH A 

O o2 

Pi pd S 
woo O 
-* ° 

5§2 

&|g 3 

OOC £ 
> - - 03 

£ O 


fe : 

> • 

; 

c : 

5^ 

8* 

-. = 

? ° 





fe 3 








.. 2 






" 










3 * 








O „r 








- 3 








C3 o» 
















O <u 








(3 3 








>> o< 








c3 








> ja 








; 3 








1 s 








CO 








id 




1 








z 












3 CD • 






1 


|> CO - 




2 










3 ^ 




1 


z; 


a *§ 


■^ 


< 


c^ 


g-s2 





3 




> 
3 


<i 8 


c 


1 


5 o^ 1 


CO 


h-i 


«? 52 ca S 2; 


CO 


Z 


ii 


to C 
al rui 
to R 
d sou 
a Fe, 


"o 


be 


1 


Sf-Sog-H 
•2co r* 


co 


> 

3 




5 ^r © ° 




S 


w O c3 i»S 




X 


P3 


0^ 









■ w _J CS . CO "J h-^ >T5 

■=c3S^c co^^ss 



68 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines . 

BELT RY. CO. OF CHICAGO. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


-.Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 
Class A3, 000> 


68 


50 


58 


64 










Switching: 


$2.50 
2.25 


$2.75 
2.45 


SO. 25 
.20 


10.0 


Yard 










8.9 


Class A4, 0000> 




20 





100 




Switching: 

Transfer 






3.75 
2.75 






















Class 02, O0oo> 


2 




31 










Switching: 

Transfer 




2.50 
2.25 








Yard 

































CHICAGO & ALTON R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


4 


3 


35 


36 










Switching: 


$2.25 
2.15 


$2.50 
2.40 


$0.25 
.25 


11.1 












1*1.6 


Class A3, 000> 


45 


45 


63 


63 




Switching: 


2.25 
2.15 


2.50 
2.40 


.25 
.25 


11.1 












11.6 


Class B3, OOOo> 


67 


77 


66 


67 






2.50 
2.90 

2.25 
2.15 


2.65 
3.20 

2.50 
2.40 


.15 
.30 

.25 
.25 


6.0 


Freight 










10.3 


Switching: 

First-class yards 










11.1 












11.6 


Class B4 OOOOo> 


50 


54 


92 


91 






2.95 


3.25 


.30 


10.2 


Class C2 OOoo> 


47 


47 


34 


35 






2.25 
2.57 


2.40 
2.87 


.15 

.30 


6.7 












11.6 


Class C3 OOoo> 


24 


24 


61 


61 






2.50 
2.90 


2.65 
3.20 


.15 

.30 


6.0 












10.3 


Class E4 oOOOOo> 




30 




107 










3.75 






Class F2, oOOoo> 


9 


9 


49 


49 










2.50 
2.90 


2.65 
3.20 


.15 

.30 


6.0 












10.3 


Class F3, oOOOoo> 


15 


25 


73 


74 






2.50 
2.90 


2.65 
3.20 


.15 

.30 


6.0 


Freight — . 










10.3 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class E6, oOOOOOOo> 




2 




143 




Freight 






4.00 























CHICAGO GREAT WESTERN R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 



Class A2, 00>.... 

Switching 

Class A3, 000>., 

Switching 

Class A4, 0000> 

Switching 



58 



$2.25 
" "2." 25 



$2.50 
"2. 50 



$0.25 



RAILROAD LABOR ARBITRATIONS. 



69 



Rates paid to locomotive firemen before and after- the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

CHICAGO GREAT WESTERN R. R .—Continued. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES— (Ontd. 

('lass B3 OOOo> 


47 


41 


31 


44 


• 










$2.25 

2.75 


S2.50 
3.05 


$0.25 
.30 


11.1 


Freight 










10.9 




10 


47 


80 


93 




Freight- 


3.05 
2.25 


3.35 
2.50 


.30 
.25 


9.8 












11.1 


Class C? OOoo> 


70 


51 


29 


30 




Passenger- 


2.30 
2.50 
2.55 


2.45 
2.65 
2.85 
2.50 


.15 
.15 
.30 


6.5 












6.0 












11.8 














Class C3 OOOoo> 


6 


37 


59 


63 










2.65 
2.95 


2.80 
3.25 
2.50 


.15 
.30 


5.7 












10.2 














Class E3 oOOOo>... 


49 


68 


66 


68 










2.65 
2.95 


2.80 
3.25 


.15 
.30 


5.7 


Freight 










10.2 


Class F3 oOOOoo> . 




11 




61 










2.80 






FOUR-CYLJNDER COMPOUND LOCOMO- 
TIVES. 

Class C3, OOOoo> 


4 




60 










Freight 




2.95 






















Freight 




3.25 




















Freight " 




4.00 






TWO-CYLINDER COMPOUND OR CROSS- 
COMPOUND LOCOMOTIVES. 

(lass B3, OOOo> 


2 















Freight 




2.75 










10 














Freight 




3.05 








Class C3, OOOoo> 


10 




60 










Freight 




2.95 








Class E3, oOOOo> 


26 




68 










Freight 




2.95 























CHICAGO JUNCTION RY.i 



-SINGLE-EXPANSION LOCOMOTIVES. 



Class A2. 00>... 

Switching .... 
Class A3, 000>.. 

Switching 

Class B3,OOOo>. 

Switching 



$2.25 



2.25 
'2.25' 



1 No information prior to 1911. 



70 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

CHICAGO, MILWAUKEE & ST. PAUL RY. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 
Class A2,00> 


83 


69 


33 


32 










Switching: 


82.30 
2.25 


$2.55 
2.50 


$0.25 
.25 


10.9 












11.1 


Class A3, 000>: 

Oil 




1 
139 


"'57' 


46 
55 




Coal 


117 










Switching- 


2.30 
2.25 


2.55 
2.50 


.25 
.25 


10.9 


Second-class yards 










11.1 


Class B3, OOOo> (narrow gauge) 

Freight 


2 


3 


22 


16 






2. 50 , 2. 80 


.30 


12.0 


Class B4, OOOOo> 


69 


119 


78 


85 






3. 00 3. 30 


.30 


10.0 


Class C2, OOoo> 


333 


349 


27 


27 






2. 50 1 2. 65 
2. 50 2. 80 


.15 
.30 


6.0 












12.0 


Class C3,OOOoo>: 

Oil 




8 
271 


"'49' 


47 
49 








Coal 


271 














2.95 

2.95 
3.10 
3.10 

3.10 
3.25 






Freight, oil — 

74,000-88,000 pounds on drivers 














141,080 pounds on drivers 












" '.ih' 

.30 

.30 














2.95 

2.80 
2.95 


5.1 


Freight, coal— 

74 ,000-88,000 pounds on drivers 
141,080 pounds on drivers. . . „ 










10.7 










10.2 


Class E3,oOOOo>: 

Oil 




2 

50 


'""76" 


76 

76 




Coal 


50 










. 


3.10 
3.25 
















. 2. 95 


.30 


10.2 


Class F3, oOOOoo> 


2 


22 


54 


74 




Passenger— 


2.80 

2.95 
2.50 


2.95 

3.10 
2.80 


.15 

.15 
.30 


5.4 












5.1 




1 
168 


1 

168 


50 
61 


50 
61 


12.0 


FOUR-CYLINDER COMPOUND 
LOCOMOTIVES. 

Class C3, OOOoo> 




Freight, coal— 

74,000-88,000 pounds on drivers . . . 


2.80 
2.95 


3.10 
3.25 


.30 
.30 


10.7 


141,080 pounds on drivers 










10.2 


Class F2, oOOoo> 


53 


53 


44 


45 






2.60 ! 


.15 


5.8 



















CHICAGO & NORTH WESTERN RY 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, OO > 


47 


2 


30 


32 










Switching: 

First-class yards 


$2.25 
2.15 


$2.50 
2.40 


$0.25 
.25 


11 1 


Second-class vards 










11 6 


Class A3, 000>...." 


200 


235 


53 


55 




Switching: 

First-class yards «, 


2.25 
2.15 


2.50 
2.40 


.25 
.25 


11 1 


Second-class vards 










11 6 


Class B3, O00o> 


17 


16 


42 


43 




Switching: 

First-class yards 




2.50 






Second-class yards 










2.15 

2.80 






Freight 










2.80 
3.10 
3.35 


.00 


0.0 


Passenger 












Way freight ,... 

















RAILROAD LABOR ARBITRATIONS. 



71 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and. 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — ( 'ontinued . 

CHICAGO & NORTH WESTERN RY.— Continued. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, oi- 
lO hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 1 1911 


Amount. 


Percent. 


SINGLE-EXPANSION LOCOMOTIVES— COn. 




141 




104 












?3. 75 






Class C2 OOoo> 














2 

* 


28 
30 
51 

57 

27 
27 


2.65 

$2.50 2.65 

2. 55 2. 85 

2.60 2.90 

. 2.80 

2. 75 3. 10 

2. 75 | 3. 15 

2.25 ! 2.50 
, 2.15 i 2.40 

2. sn 




Coal- 


• 386 


365 
4 

702 

2 

3 


30 

57 
""27* 


ft 0. 15 6. 


Freight- 


.30 
.30 


11.8 




11.5 


Narrow gauge, 11 by 16 inches. 
Way freight — _ 




.35 ! 12.7 




. 40 14.J5 


Switching- 


.25 
.25 


11.1 


Second-class yards 


11.6 


Class C3, OOOoo>: 




Coal- 
Passenger— 

18 bv 24 inch cylinders 

18 by 26 inch cylinders 

19 bv 24 inch cylinders 

20 by 26 inch cylinders 

21 by 26 inch cylinders 

Freight— 

18 bv 24 inch cylinders 

18 bv 26 inch cylinders 

20 bv 26 inch cylinders 

21 by 26 inch cylinders 

Way Freight— 

18 by 24 inch.cylinders 

19 bv 26 inch cylnders 

20 by 26 inch cjiinders 

21 by 26 inch cylinders 

Switching- 


706 


f 2.65 
2.65 
2.65 
2.90 
2.90 

2.80 
2.80 

3.00 

3.05 
3.05 
3.15 
3.15 

2.25 
2. 15 


2.80 

2.80 
2:80 
3.05 


.15 
.15 
.15 
.15 


5.7 
5.7 
5.7 
5.2 


3.10 
3.10 
3.10 
3.30 
3.30 

3.35 
3.35 
3.55 
3.55 

2.50 
2.40 


.30 
.30 

.30 
.30 

.30 
.30 
.40 
.40. 

.25 
.25 


10.7 
10.7 
10.7 
10.0 
10.0 

9.8 
9.8 
12.7 
12.7 

11.1 


Second-class yards 


11.6 


Class C4, OOOOoo>: 

Oil 




Coal 


5 












2.80 
2.80 


2.95 
3.10 


.15 
.30 


5.4 


Freight 










10.7 


Class F2 oOOoo> 


91 91 


45 


46 






2.65 


2.80 


.15 


5.7 


Class F3, oOOOoo> 


1 


81 


55 


69 




Freight 


3.66 


3.30 

3.10 
3.05 


.30 


10.0 


Passenger— 

23 bv 28 inch cylinders 












22 by 26 inch cylinders 




























3.55 


















... 





CHICAGO, ROCK ISLAND <fc PACIFIC" RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2 OG> 


10 


10 


34 


34 


! 








$2.40 


S2.70 


?0. 30 


12.5 


Class A3, OOO >: 
Switching- 
Oil 


8 
157 


7 
166 


56 
60 


56 
60 




Coal 











2.25 
2.15 | 


2.50 
2.40 


.2.5 
.25 


11.1 


Second-class yards 


I 






11.6 



72 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

CHICAGO, ROCK ISLAND & PACIFIC RY.— Continued. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES— COn. 

Class B3, OOOo> 


54 


54 


44 


44 












$2.70 

2.70 
2.90 

2.25 
2.15 


$2.85 

3.00 
3.25 

2.50 
2.40 


$0.15 

.30 
.35 

.25 
.25 


5.6 


Freight- 
Through 










11.1 


Local x . . . 










12.1 


Switching — 

First-class yard 










11.1 


Second-class yards 










11.6 


Class B4, OOOOo>: 

Oil .. 


17 
321 


18 
446 


93 
83 


94 

86 




Coal 










20 and 21 inch cylinders— through 
freight — 
Oil 


3.05 
3.05 

3.25 
3.25 

3.30- 
3.30 

3.50 
3.50 


3.20 
3.35 

3.45 
3.60 

3.45 
3.60 

3.70 
3.85 

3.60 
3.75 

3.85 
4.00 


.15 
.30 

.20 
.35 

.15 
.30 

.20 
.35 


4.9 


Coal 










9.8 


20 and 21 inch cvlinders— local freight- 
Oil 










6.5 


Coal 










10.8 


22 and 23 inch cylinders— through 
freight- 
Oil 










4.5 


Coal 










9.1 


22 and 23 inch cylinders— local 
freight — 
Oil 










5.7 


Coal 










10.0 


24-inch cylinders and over — through 
freight- 
Oil 












Coal 
















24-inch cylinders and over— local 
freight- 
Oil 
















Coal 
















Switching- 
First-class vards , 










2.35 
2.25 






Second-class vards 
















Class C2, OOoo>: 

Oil 


4 
338 


3 
320 


29 


30 










Coal 










Passenger— 

18-inch cylinders and under 


2.50 
2.60 

2.55 

2.55 

2.75 
2.75 

2.60 
2.60 

2.80 
2.80 

2.25 
2.15 


2.65 

2.75 

2.70 
2.85 

2.95 
3.10 

2.75 
2.90 

3.00 
3.15 

2.40 
2.40 


.15 
.15 

.15 
.30 

.20 
.35 

.15 
.30 

.20 
.35 

.15 
.25 


6.0 


19-inch cylinders 










5.8 


Freight— 

through- 
Oil 










5.9 


Coal 










11.8 


18-inch cvlinders and under- 
local— 
Oil 










7.3 


Coal 










12.7 


Oil 










5.8 


Coal.... 










11.5 


19-inch cvlinders— local- 
Oil..' 










7.1 


Coal 










12.5 


Switching- 
First-class vards 










6.7 


Second-class vards 










11.6 


Class C3, OOOoo>: 

Oil 


19 

328 


19 

347 


59 
60 


59 
60 




Coal... 










Passenger— 

19 to 21 inch cylinders (with 
trailer, Atlantic) 


2.70 
2.95 


2.85 
3.10 


.15 
.15 


5.6 


20 to 24 inch cylinders (with 
trailer, Pacific) 










6.1 



EAILROAD LABOR ARBITRATIONS. 



73 



Bates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

CHICAGO, ROCK ISLAND & PACIFIC RY.— Continued. 





Number. 


Average 
weight on 

drivers 
(tons). 


Rate per day o( 

100 miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Per cent 


Angle-expansion locomotives— con. 

Class C3, OOOoo>— Continued. 
Freight— 

is and 19 inch cylinders— 
through- 
Oil 










$2.80 
2.80 

3.00 
3.00 

3.00 
3.00 

3.20 
3.20 

2.15 
2.25 
2.35 


$2. 95 
3.10 

3.20 
3.35 

3.15 
3.30 

3.40 
3.55 

2.40 
2.50 
2.60 


$0.15 
.30 

.20 
.35 

.15 
.30 

.20 
.35 

.25 
.25 
.25 


5.4 


Coal 










10.7 


18 and 19 inch cylinders- 
local— 
Oil 










6.7 


Coal 










11.7 


20 to 23 inch cylinders (with 
' trailer, Pacific)— through- 
Oil 










o.Q 


Coal 










10.0 


20 to 23 inch cylinders (with 
trailer, Pacific)— local — 
Oil 










6.3 


Coal 










10.9 


Switching— 










11.6 


19 and 20 inch cylinders 










11.1 












10.6 


("lass F2, oOOoo> 


20 


22 


48 


49 




Passenger 


2.70 


2.85 


.15 


5.6 


Class F3, oOOOoo> ." 


94 


144 


74 


76 






2.95 


3.10 


.15 




5.1 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class Bi, OOOOo> 


12 




70 






20 and 21 inch cylinders— through 
freight — coal . . 




3.05 
3.25 








20and 21 inch cylinders— local freight- 
















Class F2, oOOoo> 


8 


8 


53 


53 










2.70 


2.85 


.15 


5.6 















CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


12 


6 


30 


30 












$2.25 


82.50 


80.25 


11.1 


Class A3, 000> • 


33 


36 


50 


51 




Switching— 

Under 1 8-inch cylinders 


2.25 
2.30 


2.50 
2.55 


.25 
.25 


11.1 


18-inch cvlinders and over 










10.9 


Class B4,'OOOOo> 


9 


9 


74 


74 






3.00 


3.30 


.30 


10.0 


Class C2, OOoo> 


142 


122 


28 


29 




Passenger, 18 to 21 inch cvlinders 


2.50 

2.55 
2.60 


2.65 

2.85 
2.90 


.15 

.30 
.30 


6.0 


Freight- 
Under 18-inch cvlinders 










11.8 


18 to 21 inch cvlinders 










11.5 


Class C3, OOOoo> 


128 


140 


57 


60 




Passenger- 


2.65 
2.90 

2.55 
2.80 
3.00 


2.80 
3.05 

2.85 
3.10 
3.30 


.15 
.15 

.30 
.30 
.30 


5.7 












5.2 


Freight— 

Under 18-inch cvlinders 










11.8 


18 and 19 inch cylinders 










10.7 


20 and 21 inch cylinders 










10.0 


Class F2, oOOoo^ . .. .. .... 


7 


7 


46 


46 




Passenger, 20-inch cylinders 


2.65 


2.80 


.15 


5.7 


Class F3, oOOOoo> 


12 


17 


62 


67 




Passenger, 21-inch cylinders 


2.90 


3.05 


.15 


5.2 















<4 RAILROAD LABOR ARBITRATIONS. 

Bates -paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

CHICAGO TERMINAL TRANSFER R. R. 





Number. 


A verage 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES^ 

Class A2, 00> 


4 


4 


38 


38 












$2.25 i $2.50 


$0.25 


11.1 


Class A3, 000> 


16 


15 


39 


49 






2.25 


2.50 


.25 


11.1 


Class B2, OOo> 


3 


3 


30 


30 






2.25 


2.40 


.15 


11.1 


Class B3, OOOo> 


9 


8 


63 


53 




Switching 


2.25 


2.50 


.25 


11.1 


Class B4, OOOOo> 


6 


6 


85 


85 






2.50 


2.75 


.25 


10.0 


Class C2, OOoo> 


1 


1 


28 


28 






2.25 


2.40 


.15 


6.7 


Class E4, oOOOOo> 


4 


4 


60 


60 






2.25 


2.50 


.25 


10.0 















CHICAGO & WESTERN INDIANA R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


! 




45 
















$2.25 








Class B3,OOOo> 


3 


3 


68 


68 










2.25 


$2.50 


$0.25 


11.1 


Class E3, oOOOo> 


3 


3 


65 


66 






2.80 


2.95 


.15 


5.4 















COLORADO & SOUTHERN RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3 OOO > 


24 


"28 


57 


59 












$2.25 


$2.50 


$0.25 


11.1 


Class B3 OOOo> 


16 


15 


33 


33 






.. 2.25 


2.40 
2.90 


.15 
.30 


6.7 












2.60 


11.5 


Class B4 OOOOo> 


112 


112 


64 


64 




Freight- 


2.89 
3.25 
3.35 
2.71 


3.19 
3.55 
3.65 
3.07 


.30 
.30 
.30 
.36 


10.4 






' 






9.2 












9.0 












13.2 


Class C200oo> 


5 


5 


29 


30 




Passenger — 

17 by 24 inch cylinders 


, 2.25 
2.50 


2.40 
2.65 


.15 
.15 


6.7 
6.0 


Class C3 OOOoo> 


24 


24 


59 


59 




Passenger — 


2.25 
2.50 

3.35 


2.40 
2.65 

3.65 


.15 
.15 

0.30 


6.7 












6.0 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class B4 OOOOo> 


12 


12 


* 
89 


89 




Freight, 22 by 28 inch cylinders 


9.0 















EAILEOAD LABOR ARBITRATION'S. 



75 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

DAVENPORT, ROCK ISLAND & NORTHWESTERN RY. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. Percent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A2,00> 


2 


3 


32 


32 






I 






S2.25 


$2.50 


$0.25 i 11.1 


Class A3 000 > 


3 


5 38 , 38 






2.25 


2.50 


.25 11.1 


Class C2, OOoo> 


2 


1 26 ; 26 
i 






2.50 


2.65 


.13 6.0 






! 1 







DULUTH, SOUTH SHORE & ATLANTIC RY. 



SINGLE-EXPANSION LOCOMOTIVES. 
Class A2. 00> 


3 


3 


28 


28 













$2.15 


$2.40 


$0.25 


11.6 


Class A3, 000> 


6 


6 


34 


37 






2.15 


2.40 


.25 


11 6 


Class A4. 0000> 


1 




85 










2.15 








Class B3, OOOo> 


33 


33 




40 




40 










2.70 


3.00 


.30 


11 1 


Class B4, OOOOo> 


6 


9 


76 


76 






2.95 


3.25 


.30 


10.2 


Class C2,OOoo> 


29 


29 


26 


26 






2.50 


2.65 


.15 


6.0 


Class C3, OOOoo> 


4 


5 


49 


50 






2.50 


2.65 


.15 


6.0 















EL PASO & SOUTHWESTERN SYSTEM. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


17 


» 


107 


72 




1 




$3.00 


$3. 25 


SO. 25 


8.3 


Class B3, OOOo> 


1 


1 


30 


30 




Mixed 


4.17 

| 


4.47 


.30 


7.2 


Class B4, OOOOo> 

Oil 


\~M 


2 

93 


""83" 


63 

84 




Coal 

Freight 


3.30 
3.30 
3.00 


3. 82 
3.75 
3.25 


.52 
.45 
.25 


15.8 


Mixed 










13.6 












8 3 


Class Bo, OOOOOo> 


3 


3 


100 


100 




Freight 


3.45 


3.95 


.50 


14.5 


Class C3, OOOoo> 


16 


15 


58 


60 






2.75 
3.30 


3.00 
3.75 


.25 
.45 


9 1 












13 6 


Class E3, oOOOo> 


6 


6 


63 


63 






2.75 


3.00 


.25 


9.1 


Class E4, oOOOOo> 


1 


1 


68 


68 






3.00 


3. 25 


.25 


8 3 


Class F3, oOOOoo> 


16 


16 


74 


75 




Passenger 


2.75 


3.00 
3.75 


.25 


9.1 


Freight 












FOUR-CYLINDER COMPOUND LOCOMO- 
TIVES. 

Class B4, OOOOo> 


1 


1 


48 


48 








Mixed 


4.17 


4.47 


.30 


7.2 















76 



EAILEOAD LABOE AEBITEATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

FORT WORTH & DENVER CITY RY. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


iaii 


1909 


1911 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


10 


12 


68 


69 










Switching: 

Fort Worth 


$2.25 
2.15 


$2.50 
2.50 


$0. 25 
.35 


11.1 












16.3 


Class B3, OOOo> 


6 


6 


39 


.39 




Freight: 

Through 


2.80 
3.00 


3.10 
3.30 


.30 
.30 


10.7 












10.0 


Class B4, OOOOo> 


43 


43 


81 


81 




Freight: 

20-inch cylinders- 
Through 


3.10 
3.30 

3.30 
3.50 


3.40 
3.60 

3.60 

3.80 


.30 
.30 

.30 
.30 


9.7 


Local 










9.1 


22-inch cylinders- 
Through 






. 




9.1 




1 






8.6 


Class C2, OOoo> 


17 10 


29 


29 






2.35 


2.50 


.15 


6.4 


Class C3, OOOoo> 


13 


13 


66 


66 






2.55 


2.70 


.15 


5.9 


Class F3, oOOOoo> 




5 




77 










3.75 























GREAT NORTHERN RY. 



single-expansio'n locomotives. 
Class A3, 000> 


87 


99 


60 


61 










Switching- 


$2.25 
2.15 


$2.50 
2.40 


$0.25 
.25 


11.1 












11.6 


Class \4 <0000> (electric) 


4 


4 


114 


113 






3.00 


3.30 


.30 


10.0 


Class B3, OOOo>... 


117 


117 


48 


47 




Freight- 


2.80 
3.10 

2.25 
• 2.15 


3.10 
3.30 

2.50 
2.40 


.30 
.20 

.25 
.25 


10.7 












6.5 


Switching— 










11.1 












11.6 


Class B4, OOOOo>: 

Oil 




3 
251 


'"'82' 


90 

82 




Coal 


255 










Freight- 
Oil 


3.25 
3.25 


3.40 
3.55 


.15 
.30 


4.6 


Coal 










9.2 


Class C2, OOoo> 


149 


150 


19 


26 






2.40 
2.65 


2.55 
2.95 


.15 
.30 


6.3 












11.3 


Class C3, OOOoo>: 

Oil 




5 
131 


"'"58" 


65 
64 




Coal 


83 










Passenger— 

18 by 24 inch cvlinders 


2.70 
2.90 

2.80 


2.85 
3.00 

3.10 
3.30 
3.55 
3.75 


.15 
.10 

.30 


5.6 


All others 










3.4 


Freight— 

18 by 24 inch cvlinders 










10.7 














20 by 30 inch cvlinders 










3.25 


.30 


9.2 


23| bv 30 inch cvlinders 












20 by 24 inch cvlinders 










3.00 






Class C4, OOOOoo>: 

Oil 




13 

88 


"'73' 


71 
73 








Coal 


102 










Freight- 
Oil 


3.25 
3,25 


3.40 
3.55 
3.75 


.15 
.30 


4.6 


Coal 










9.2 


Coal (superheater) 












Class E3, oOOOo> 


135 


135 


76 


75 








Freight 


3.25 


3.55 
3.75 


.30 


9.2 














Class F3, oOOOoo> 


61 


61 


75 


76 








Passenger 


2.90 


3.05 


.is 


5.2 



RAILROAD LABOR ARBITRATIONS. 



77 



Rates paid to locomotive firemen be/ore and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

GREAT NORTHERN RY.— Continued. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or les-5. 


Increase. 




1909 


1911 


1909 1911 


t 
1909 1911 ! Amount. 


Per cent. 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class EG. oOOOOOOo>: 

Oil 




3 

64 


""136 


158 
135 










Coal | 67 










Freight 


?3.45 


$4.00 


$6.55 


15.9 


Class F2. oOOoo> . 


10 


10 


56 50 








2.90 3.05 { .i5 


5.2 


Class B7. OOOOOOOo> (Mallet) 




36 


i75 












4.00 





















HOUSTON EAST & WEST TEXAS RY. 



SINGLE-EXPAXSION LOCOMOTIVES. 

Class C2, OOoo> (Oil) 


2 


2 


32 


32 












82.50 


82. 65 


SO. 15 


6.0 


Class C3, OOOoo>: 

Oil 


12 
3 


14 

1 


47 
33 


45 
34 




Coal 










Freight- 
Oil 


2.62 
2. 62 


2.77 
2.92 


.15 

.30 


5.7 


Coal 










11.5 















HOUSTON & TEXAS CENTRAL R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00 > 


1 


1 


30 


30 










Switching- 


$2.25 
2.15 


$2.50 
2. 40 


$0.25 
.25 


11.1 












11.6 


Class A3, OOO > 


16 


16 


57 


57 




Switching- 
First-class yards 


2.25 
2.15 




2. .50 
2.40 


. .25 
.25 


11.1 












11.6 


Class B3, OOOo> (Oil) 


13 


13 


63 


63 




Freight 


2.70 


2.85 


.15 


5.6 


Class C2, OOoo>: 

Oil 


22 


22 
4 


32 


35 




Coal 


27 










Passenger 




2.50 


2.65 


.15 


6.0 


Class C3, OOOoo>: 

Oil 


22 
36 


22 
36 


44 
44 


45 
43 




Coal 










Freight- 
Oil 


2.70 
2.70 

2.25 
2.15 


2.85 
3.00 


.15 
.30 


5.6 


Coal 










11.1 


Switching- 
First-class yards 












Second-class yards 

































J 8 



BAILROAD LABOE ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Oontirmed . 

INTERNATIONAL & GREAT NORTHERN R. R. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> (oil) 




1 




66 










Switching— 






$2.50 
2.40 












..;;;. 








Class C 2, OOoo>: 

Oil . 


5 
31 


13 

22 


30 | 30 

31 | 29 








Coal 










Passenger, oil burners— 

Under 18-inch cylinders 


$2.25 
2.50 

2.25 
2.50 

2.70 
3.05 

2.70 
3.05 

2.25 
2.15 


2.40 
2.65 

2.40 
2.65 

2.85 
3.20 

3.00 
3.35 

2.50 
2.40 


$0.15 
.15 

.15 
.15 

.15 
.15 

.30 
.30 

.25 
.25 


6.7 


18-inch cylinders and over 






1 


6 


Passenger, coal burners- 






1 


6.7 










6 


Freight, oil burners — 








5.6 












4 9 


Freight, coal burners — 

Through 










11 1 












9.8 


Switching- 










11 1 












11.6 


Class C3, OOOoo>: 

Oil 


37 
81 


86 
37 


53 j 57 
55 ! 52 

.. . .. ; . 




Coal 












2.50 


2.65 

2.85 

3.00 
3.20 

3.20 
3.40 

3.00 
3.15 

3.35 

3.35 
3.55 

2.50 
2.40 


.15 


6.0 


Freight, oil burners— 

18-inch cylinders or under 






| 




19-inch cylinders- 
Through 






| . 


2.85 
3.05 

3.05 
3.25 

2.70 
2.85 

3.05 

3.05 
3.25 

2.25 
2.15 


.15 
,15 

.15 
.15 

.30 
.30 

.30 

.30 
.30 

.25 
.25 


5.3 


Local 






1 . 


4.9 


20-inch cylinders and over — 
Through 










4.9 












4.6 


Freight, coal burners- 
Through— 

18-ineh cylinders or under 










11.1 












10.5 


Local— 










9.8 


20-inch cylinders and over — 
Through 










9.8 


Local 










9.2 


Switching- 










11.1 












11.6 















KANSAS CITY SOUTHERN RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000>: 

Oil 




15 
19 


59* 


55 
56 










Coal 


34 










Switching — 


1 


$2.25 
2.15 


$2.50 
2.40 


$0.25 
.25 


11.1 












11.6 


Class B3, OOOo>: 

Oil 




2 
2 


"""48" 


50 
50 




Coal 


8 












2.60 
2.85 
2.60 
2.85 


2.75 
3.00 
2.90 
3.15 


.15 
.15 
.30 
.30 


5.8 












5.3 












11.5 


Loca] freight, wa) 










10.5 



RAILROAD LABOR ARBITRATIONS. 



79 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

KANSAS CITY SOUTHERN RY.— Continued. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or loss. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Percent. 


SINGLE-EXPANSION LOCOMOTIVES— COn. 

Class B4, OOOOo>: 

Oil 




28 
39 


"'"88" 


88 

88 










Coal 


67 












§2.91 

3.05 
3.10 
3.15 


S3. 06 

3.35 

3.40 

3.45 




$0.15 

.30 
.30 
.30 


5.2 


Freight, coal- 






9.8 






1 


9.7 




i 


9.5 


Class C2, OOoo> (oil) 

Passenger: 


21 


9 


30 34 




2.25 
2.50 


2.40 
2.65 


.15 
.15 


6.7 






..:. 


6.0 


Class C3,OOOoo>: 

Oil 


44 
9 


"si" 


54 
53 




Coal 


77 








, 


Oil, 19- inch cylinders and under— 


2.75 

2.85 

2.75 

2.85 

2.90 
3.00 

2.50 
2.50 


2.90 
3.00 

3.05 
3.15 

3.20 
3.30 

2.65 
2.65 


.15 
.15 

.30 
.30 

.30 
.30 

.15 
.15 


5.5 












5.3 


Coal, freight— 

19-inch cylinders and under— 










10 9 










10 5 


20-inch cylinders and over— 








10.3 












10 


Passenger— 

Oil 










6.0 


Coal 










6.0 


Class H 9 ooOOo> 


1 


1 


29 


29 






2.25 


2.40 


.15 


6.7 















MINNEAPOLIS, ST. PAUL & SAU LT STE. MARIE RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2,00> 


1 


9 


35 


37 










Switching- 


$2.00 
1.95 


$2.50 
2.40 


$0.50 

.45 


25 












23 1 


Class A3 000> 


16 


39 


58 


56 




Switching- 


2.00 
1.95 


2.50 
2.40 


.50 
.45 


25.0 
23 1 












Class B 3 OOOo> 


16 


37 


43 


44 




Freight— • 


2.50 
2.50 


3.10 
3.05 


.60 
.55 


24" 












22 


Class B4, OOOOo> 




50 




85 




Freight- 






3.20 
3.20 






















Class C2 OOoo> 


39 


81 


30 


29 








Passenger- 


2.35 
2.35 


2.40 
2.50 


.05 
.15 


2 1 












6 4 


Class C3, OOOoo> 


7 


62 


60 


56 




Passenger- 


2.55 
2.55 


2.80 
3.10 


.25 
.55 


9 8 












21.6 


Class F2, oOOoo> 




15 




44 




Freight 






2.90 






Class F3, oOOOoo> 


27 


45 


64 


70 








Passenger— 


2.55 
2.55 


2.65 
2.85 
3.75 


.10 
.30 


3.9 












11.8 














FOTJB-CTLINDER COMPOUND LOCOMOTIVES. 

Class B5, OOOOOo> 


1 


1 


93 


93 






* 


Freight 


2.90 


3.45 


.55 


19.0 


Class E4, oOOOOo> 


1 


...*. 


64 


64 




Freight 


2.65 


3.20 


.55 


20.8 



80 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . *• 

MINNEAPOLIS, ST. PAUL & SAULT STE. MARIE RY.— Continued. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Per cent. 


TWO-CYLINDER COMPOUND OR CROSS- 
COMPOUND LOCOMOTIVES. 

Class B3, OOOo> 


65 


65 


63 


63 










Freight- 
Chicago division : 


$2.50 
2.50 


$3.20 
3.20 


$0.70 
.70 


28.0 


All other divisions 










28.0 


Class B4, OOOOo> 


72 


78 


73 


74 




Freight- 


2.65 

2.85 


3.30 
3.40 
3.75 


.65 
.55 


24 5 


All other divisions 










19.3 


Superheater engines 












Class C3, oo> 


5 


5 


48 


48 








Passenger- 


2.55 
2.55 


2.85 
2.85 


.30 
.30 


11 8 












11 8 


Class E3, oOOOo> 


10 


10 


65 


65 






2.65 


3.20 


.55 


20.8 















MINNESOTA TRANSFER RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


7 


6 


36 


37 












$2.25 


$2.50 


$0.25 


11.1 


Class A3, 000> 


11 


11 


66 


66 






2.25 


2.50 


.25 


11.1 


Class B3, OOOo> 


2 


2 


58 


58 




Switching 


2.25 


2.50 


.25 


11.1 















MISSOURI, KANSAS & TEXAS RY. 



SINGLE-EXPANSION LOCOMOTIVES. 
Class A2, 00> 


3 


2 


27 


28 










Switching — 


$2.25 
2.15 


$2.50 
2.40 


$0.25 
.25 


11.1 












11.6 


Class A3, 000> 


18 


28 


66 


69 




Switching- 


2.25 
2.15 


2.50 
2.40 


.25 
.25 


11.1 












11.6 


Class B3 OOOo> 


342 


276 


57 


59 




Freight— 

19-inch cylinders and under 


2.80 
2.90 


3.10 
3.20 


.30 
.30 


10.7 












10.3 


Class B4, OOOOo>..' 


35 


74 


73 


86 




Freight— 

20 by 26 inch cylinders 


2.95 
3.00 
3.10 


3.25 
3.30 
3.40 


.30 
.30 
.30 


10.2 


21 by 26 inch cylinders 










10.0 


22 by 28 inch cylinders 










9.7 


Class C2, Ooo> 


58 


37 


26 


28 




Passenger — 


2.25 
2.50 


2.40 
2.65 


.15 
.15 


6.7 












6.0 


Class C3, OOOoo> 


76 


73 


54 


57 




Passenger, 18-inch cylinders and over. 


2.50 


2.65 


.15 


6.0 


Class F2, oOOoo> 


7 


7 


36 


36 




Passenger, 18-inch cylinders and over. 


2.50 


2.65 


.15 


6.0 


Class F3, oOOOoo> 




10 




70 










2.65 






/OUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class C3 OOOoo> 


2 


2 


69 


61 








Passenger, 18-inch cylinders and over. 


2.50 


2.65 


.15 


6.0 













RAILROAD LABOR ARBITRATIONS. 



81 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

MISSOURI PACIFIC RY. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

loo miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Per cent . 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000>... 


53 


56 


65 


69 












$2. 25 


?2. 50 


$0.25 


11 1 


Class B3, OOOo> 


86 


74 


41 


41 






2.80 
3.00 


3.10 
3.30 


.30 
.30 


10 7 






10 


Class B4, OOOOo> 


172 


206 


74 


80 




Through freight— 

22 by 30 inch cvlmders 


3.25 
3.05 
2.90 

3.45 
3.25 
3. 10 


3. 55 
3. 35 
3.20 

3.75 
3. 55 
3.40 


.30 
.30 
.30 

.30' 
.30 

.30 


9 2 










9 8 










10 3 


Local freight— 

22 bv 30 inch cylinders 










8 7 











9 2 












Class C2, Ooo> 


55 


47 


38 


40 




Pas.-enger— 


2.25 
2.50 


2.40 
2.65 


.15 
.15 


6 7 











6 


Class C3. OOOoo> 


133 


133 


55 


55 




Through freight- 




3.05 
2.90 
2.80 

3.25 
3.10 
3.00 

2.65 
2.50 


3. 35 
3.20 
3.10 

3.55 
3.40 
3.30 

2.80 
2.65 


.30 
.30 
.30 

.30 
.30 
.30 

.15 
.15 


9 8 











10 3 










10 7 


Local freight— 

19* bv 28 inch cylinder;? 








9 2 


20 "bv 24 inch cylinders 






::::::::::;; 


9.7 


19 bv 24 inch cvlinders 






; 


10.0 


Passenger- 






1 


5 7 








i 


6 


Class F2, oOOoo> 


10 


10 


59 


59 








2.65 


2.80 


.15 


5*7 


Class F3, oOOOoo> 


9 


29 


59 ; 72 






2.65 


2.80 


.15 


. 








: 





NORTHERN PACIFIC RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


2 


1 


32 


29 












52. 25 


$2. 25 


moo 





Class A3, 000>: 

Oil 




10 
194 


""'59" 


75 
60 




Coal 


183 












2.25 


2.25" 


.00 


.u 


Class A4, 0000> 


9 


9 


69 


69 






2.25 


2.25 


.00 





Class B3, OOOo> 


122 


120 


43 


43 




Freight- 


3.00 
2.80 


3.00 
2.80 


.00 
.00 





Less than 100,000 pounds on 













Class B4, OOOOo> 


77 


75 


72 


72 




Freight 


3. 25 


3.25 


.00 





Class B5, OOOOOo> 


2 


2 


66 


66 




Freight 


3.25 


3.25 


.00 


.0 


Class C2, OOoo> 


107 


98 


36 


29 




Passenger- 


2.50 
2.35 


2.50 
2.35 


,00 
.00 


.0 


Engines with 17-inch cylinders or 
under 










.0 



51393°— S. Doc. 493, 64-1 6 



82 



RAILROAD LABOR ARBITRATIONS. 



Bates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

NORTHERN PACIFIC RY.- Continued. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES — COn. 

Class C3, OOOoo>: 

Oil 




8 
104 


"'46* 


47 
48 










Coal 


102 










Oil burners, paassnger— 

100,CC0 pounds or more on drivers. 
Less tnan 100,000 pounds on 




32.90 
2.70 
2.90 
2.70 
3.00 
2.80 




















Coal burners, passenger- 










$2.90 
2.70 
3.00 
2.80 


to. 00 

.00 
.00 
.00 





Less than 100,000 pounds on 










.0 


Coal burners, freight- 










.0 


Less than 100,000 pounds on 










.0 


Class D2, oOO> 


1 


1 


17 


17 






2.25 


2.25 


.00 


.0 


Class E3. oOOOo> 


150 


150 


77 


77 




Freight . 


3.05 


3.05 


.00 


.0 


Class E4, oOOOOo> 


160 


203 


101 


102 






3.35 


3.35 


.00 


.0 


Class F2, oOOoo> 


6 


6 


44 


44 






2-90 


2.90 


.00 


.0 


Class F3 oOOOoo> 


78 


142 


71 


71 






2.90 


2.90 


.00 


.0 


Class geared, OOOOoo> 


1 


1 


86 


86 




Freight 


3.00 


3.00 


.00 


.0 


Class geared, OOOO > 


3 


3 


56 


56 






3.00 


3.00 


.00 


.0 


Class B4, OOOOo> 


42 


42 


86 


89 




Freight 


3.25 


3.25 


.00 


.0 


Class C3, OOOoo> 


40 


36 


72 


72 




Coal burners, freight— 

100,000 pounds or more on drivers . 


3.00 


3.00 


.00 


.0 


Class E4, oOOOOo> 


20 


17 


104 


i03 




Freight 


3.35 


3.35 


.00 


.0 


Class E6, o66oOOOo> 


16 


22 


158 


151 






3.55 


3.55 


.00 


.0 


Class E8, oOOOOOOOOo> 




5 




202 










3.55 






Class F3, oOOOoo> 


, 2 




79 














2.90 








TWO-CYLINDER COMPOUND OR CROSS-COM- 
POUND LOCOMOTIVES. 

Class B3, OOOo> 


20 


19 


54 


54 








Freight- 


3:00 


3.00 


.00 


.0 


Class B4, OOOOo> 


26 


26 


84 


84 






3.25 


3.25 


.00 


.0 


Class C3, OOOoo>: 

Oil 




3 
140 


'"'65' 


58 
66 




Coal 


150 










Oil burners, passenger- 




2.90 
2.90 
3.00 






Coal burners, passenger — 

100,000 pounds or more on drivers . 










2.90 
3.00 


.00 
.00 


.0 


Coal burners, freight- 










.0 


Class C4, OOOOoo> 


4 


4 


75 


75 




Freight 


3.25 


3.25 


.00 


.0 















RAILROAD LABOR ARBITRATIONS. 



83 



Rat£S paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 



OREGON RAILROAD & NAVIGATION CO.i 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, "or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 
Class A 2 OO 


1 




32 
















$2.25 








Class A3, 000 : 

Oil 


6 
11 


6 

24 


65 
67 


65 
67 








Coal 












2.25 


$2. 5.0 


$0.25 


11.1 


( i a ^ b? OOo 


1 


1 


9 


8 






2.25 


2.50 


.25 


11.1 


( lass B3, OOOo>: 

Oil 


3 
11 


5 
12 


48 
45 


36 
42 




Coal 












2.25 

2.75 
2.75 


2.50 

3.15 
3.30 


.25 

.40 
.55 


11.1 


Freight- 










14.5 












20 


Class B4, OOOOo>: 

Oil 


2 
48 


7 
53 


65 

88 


80 
86 




Coal 










Freight — 

Oil burners— 


3.05 
3.05 
3.05 
3.05 


3.20 
3.30 
3.35 
3.45 


.15 
.25 
.30 
.40 


4.9 


149,000 to 1. ' -7.000 pounds on 










8.2 


Coal burners— 










9.8 


149,000 lo 187.000 pounds on 










13.1 


Oil 


2 


. 4 


31 


23 














Fr jhiz 


2.65 
2.65 


2.80 

2.95 


.15 
.30 


5.7 


Coal 








11.3 


Oil 


9 
42 


10 
56 


50 
55 


48 
60 
















2.25 

2.75 
2.90 
2.7a 
2.90 


2.50 

2.90 

3.05 

3.05 

3.20 

2.80 
2.95 


.25 

.15 
.15 
.30 
.30 


11.1 


Oil burners— 










5.5 


119,000 to 126.000 pounds on 










5.2 


Coal burners— 

71,000 pounds on drivers 










10.9 


119,000 to 126.000 pounds on 










10.3 


Passenger— 












113,000 pounds on drivers 
































Freight 




3.45 






Class F2,oOOoo>: 

Oil 


15 
15 




53 
53 


















Passenger 




2.95 






Class F3, oOOOoo>: 

Oil 


1 

7 


11 
16 


62 
67 


73 
72 








Coal 












2.80 


2.95 


.15 


5.4 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class B4, OOOOo>: 

Oil 


6 
19 


12 
16 


90 
88 


88 
87 




Coal 










Freight— 

15^-26 by 30 inch cylinders— 
Oil 


3.05 
3.05 


3.30 
3.45 


.25 
.40 


8.2 


Coal 










13.1 



Name changed Dec. 24, 1910, to Oregon- Washington Railroad & Navigation Co/ 



84 



BAILEOAD LABOE ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

OREGON RAILROAD & NAVIGATION CO.— Continued. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Per cent. 


four-cylinder compound locomo- 
tives— continued. 

Class C3, OOOoo>: 
Oil 


1 

5 


1 

5 


69 


69 
69 










Coal 


1 








$2.80 1 $2.95 


$0.15 


5.4 


Class T 3, oOOOoo>: 

Oil 


4 


4 
4 


69 


69 
69 




. Coal 


j 










2.80 ; 2.95 


.15 


5.4 


Class E8, oOOOO-OOOOo> 




3 




197 










4.00 























OREGON SHORT LINE R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


36 


36 


e, 


69 










Switching— 

100,800 to 140,000 pounds on 


$2.25 
2.35 


$2.50 

2.60 




SO. 25 
.25 


11.1 












10.6 


Class B 4 OOOOo> ... 


71 


73 


92 


92 








2.50 

2.90 
3.45 

3.55 






Freight— 










2.90 
2.90 

2.90 


.00 
.55 

.65 


.0 












19.0 


178,800 to 187,000 pounds on 










22.4 


Class C2, 00 oo > 


13 


12 


33 


33 






2.40 
2.50 


2.85 
2.95 
2.95 


.25 
.45 


10.4 












18.0 


Work 






















2.25 






Class C3, OOOoo>: 

Oil 


4 
69 


4 
79 


52 
58 


52 
62 








Coal 










Passenger- 




2.65 
2.80 
2.90 
3.00 

• 

2.95 
3.10 
3.25 
: 3.25 
2.85 
















2.55 
2.70 


.25 
.20 


9.8 












7.4 














Freight— 










2.40 
2.50 
2.70 
2.70 
2.55 

2.55 


.55 
.60 
.55 
.55 
.30 


22.9 












24.0 












20.4 












2C.4 












11.8 


Switching- 






















2.50 

2.85 
3.00 






Work— 










































2.70 






Class C4 OOOOoo"> 


7 


7 


80 


80 










2.90 
2.25 


3.45 


.55 


19.0 














Class E4, oOo66o> 




15 




102 














3.44* 






Class F2 oOOoo> 


12 


12 


53 


53 










2.50 


2.80 


.30 


12.0 




4 


14 


71 


71 




Passenger 


2.70 


3.66 


.30 


ii.i 



RAILROAD LABOR ARBITRATIONS. 



85 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

OREGON SHORT LINE R. R— Continued. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Per cent. 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class B3 OOOo> 


8 


8 


72 


72 










Freight . 


$2.70 


$3.00 
3.00 


$0.30 


11.1 














Class B4 OOOOo" 


30 


28 


84 


84 








Freight: 


2.90 


3.45 


.55 


19.0 


Class C3, OOOoo^ : 

Coal 


1 




73 






Passenger- 




2.60 

























PEORIA & PEKIN UNION RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3 000> 


21 


29 


60 


67 












$2.25 


$2.50 


$0.25 


11.1 


Class B3 OOOo> 


1 


1 


61 


61 






2.25 


2.50 


.25 


11.1 


Class C2, OOoo> 


3 


3 


24 


24 






2.25 


2.50 


.25 


11.1 















QUINCY, OMAHA & KANSAS CITY RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Hass B4, OOOOo> 


7 


7 


70 


70 










Freight 


$2.58 


$2.88 
2.34 


$0.30 


11 6 














Class C2, OOoo> 


8 


7 


27 


27 










2.25 


2.40 


.15 


6 7 


Class C3, OOOoo> 


10 


10 


51 


51 




Freight 


2.58 

2.25 

2.58 
2.78 
2.09 
2.58 


2.88 

2.40 
2.88 
3.08 
2.34 
2.88 
2.55 


.30 

.15 
.30 
.30 
.25 
.30 


11 6 


Rates of pay not governed by class of 
engine: 










6 7 












11 6 












10 8 


Switch 











12 


"Work 










11 6 
































ST. JOSEPH & GRAND ISLAND RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


1 


1 


33 


33 












$2.00 


$2.25 


$0.25 


12.5 


Class B3, OOOo> 


10 


9 


56 


58 




Freight . . 


2.70 


3.20 


.50 


18.5 


( lass B4. OOOOo> 


2 


2 


73 


73 




Freight 


2.95 


3.25 


.30 


10.2 


Class (2, OOoo> 


9 


7 


26 


27 






2.25 


2.40 


.15 


6.7 


Class C3, OOOoo> 


5 


5 


48 


48 






2.25 
2.65 


2.40 
3.00 


.15 
.35 


6.7 


Freight 










13.2 















ST. JOSEPH TERMINAL R. R. 



^INGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 4 


4 


36 


36 










Switchine | 


$1.90 


$2.15 


$0.25 


13.2 


i 1 i 







86 



BAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
-Continued . 

ST. LOUIS & SAN FRANCISCO R. R. 



' 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000>: 

Oil 




32 

94 


""si" 


50 
53 










Coal 


115 










Switching- 


$2.25 
2.15 


$2.50 
2.40 


$0.25 
.25 


11.1 












11.6 


Class B3, OOOo>: 

Oil 




26 
30 


...... 


41 

24 




Coal 


57 










Freight- 
Oil 


2.65 
-2.65 


2.95 
3.10 


.30 
.45 


11.3 












17.0 


Class B4, OOOOo>: 

Oil 




9 
203 


"*77" 


70 

80 




Coal i 


159 










Freight — 

20 by 24 inch cylinders 


2.90 
3.25 
3.25 
3:50 


3.20 
3.30 
3.40 


.30 
.05 
.15 


10.3 


20 bv 21 by 28 inch cylinders 










1.5 


22 by 28 inch cylinders 










4.6 


22 by 30 inch cylinders 












Class C2, OOoo>: 

Oil . 




25 
127 


"32" 


42 
29 








Coal 


154 










Passenger: 
Oil- 
Over 18-inch cylinders ... 


2.50 
2.25 

2.50 
2.25 


2.65 
2.40 

2.65 
2.40 


.15 
.15 

.15 
.15 


6.0 


Under 18-inch cylinders 










6.7 


Coal- 
Over 18-inch cylinders 










6.0 


Under 18-inch cylinders 










6.7 


Class C3,OOOoo>: 

Oil 




79 
332 


" ' 58" 


62 
56 




Coal 


402 












2.50 








Freight- 
Oil burners— 

18 and 19 inch cylinders 










2.95 
3.05 

3.10 
3.20 






20-inch and over 
















Coal burners — 

18 and 19 inch cylinders 
















20-inch cylinders and over 
















Class F3,oOOOoo>: 




5 
35 


""ei" 


73 

68 








Coal 


15 










Passenger- 
Oil burners— 

18-inch cylinders and over 


2.50 
2.50 

2.50 
2.50 


2.65 
2.80 

2.65 
2.80 


.15 
.30 

.15 
.30 


6.0 


8- wheel all engines 








12.0 


Coal burners— 

18-inch cylinders and over 








6.0 


8- wheel all engines 








12.0 


FOUR-CYLINDER COMPOUND 
LOCOMOTIVES. 

Class C3, OOOoo>: 

Coal 


24 


20 


69 


69 




Freight- 
Coal burners 


3.05 


3.35 


.30 


9.8 


Class E8 oOOOOOOOOo> 




7 




180 










4.00 






TWO-CYLINDER COMPOUND OR CROSS- 
COMPOUND LOCOMOTIVES. 

Class C3, OOOoo> 
Coal 


5 


5 


63 


63 








Freight- 


2.90 


3.20 


.30 


10.3 













RAILROAD LABOR ARBITRATIONS. 



87 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

ST. LOUIS, BROWNSVILLE & MEXICO RY. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Percent. 


SINGLE-EXPANSION LOCOMOTIVES. 1 

Class A3 000> . .... . 


3 


3 


50 


50 














$2.25 


$2.50 


$0.25 


11.1 


Class C2 OO io> 


14 


i4 


29 ; 29 






2.28 


2.43 


.15 


6.1 


Class C 3 000 jo > • 


12 


12 


48 


48 








2.28 
2.70 
3.06 


2.43 

2.85 
3.21 


.15 
.15 
.15 


6.1 












5.6 












4.9 















ST. LOUIS, IRON MOUNTAIN & SOUTHERN RY. 



SINGLE-EXPANSION LOCOMOTIVES. 



Class A3, 000> 

Switching 

Class B3, OOOo> 

Through freight 

Local freight 

Class B4, OOOOo> 

Through freight — 

22 by 30 inch cylinders 

19i by 28 inch cylinders . . . 

20 by 24 inch cylinders 

Local freight— 

22 by 30 inch cylinders 

19* by 28 inch cylinders . . . 

20 bv 24 inch cylinders 

Class C2, O0oo> 

Passenger— 

Under lS-inch cylinders. . . 
18-inch cylinders and over. 

Class C3, OOOoo> 

Through freight— 

19^ by 28 inch cylinders . . . 

20 by 24 inch cylinders 

19 by 24 inch cylinders 

Local freight— 

19t by 28 inch cylinders . . . 
20 "by 24 inch cylinders 

19 by 24 inch cylinders 

Passenger— 

20 by 24 inch cylinders 

19 by 26 inch cylinders 

Class C4, O000oo>./. 

Through freight 

Local freight 

Class F2, oOOoo> 

Passenger 

Class F3, oOOOoo> 

Passenger 



100 



145 



175 



30 



12 



2 
i62 



77 77 



40 



48 



4S 



$2.25 : $2.50 $0.25 



3.25 
3.05 
2.90 

3.45 
3.25 
3.10 



2.25 
2.50 



3.05 
2.90 
2.80 

3.25 
3.10 
3.00 

2.65 
2.50 



3.30 
3.50 



2.65 
"2. 65' 



3.10 
3.30 



3.55 
3.35 
3.20 

3.75 
3.55 
3.40 



2.40 
2.65 



3.35 
3.20 
3.10 

3.55 
3.40 
3.30 

2.80 
2.65 



3.60 
3.80 



2.80 
'2.'80 



SAN ANTONIO & ARANSAS PASS RY. 



SINGLE-EXPANSION LOCOMOTIVES.'- 

Class A3, 000> 


2 


3 


38 


41 










Switching — 


$2.25 
2.15 


$2.50 
2.40 


$0.25 
.25 


11 1 


Second -class vards 










11 6 


Class B3. OOOo> 


41 


46 


39 


41 




Switching — 

First-class yards 


2.25 
2.15 
2.70 
3.10 
2.70 


2.50 
2.40 
2.85 
3.25 
2.85 


.25 
.25 
- .15 
.15 
.15 


11. 1 


Second-class yards 










11.6 


Through freight 










5 6 


Local freight 










4.8 


Work train 











5.6 



' All oil-burning locomotives. 
2 All oil-burning locomotives. 
orless. 



Through freight is 100 miles. 8 hours or le3s; passenger is 100 miles, 5 hours 



88 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
-per cent of increase in rates avjarded by the arbitration board according to class of 
engines — Continued . 



SAN ANTONIO & ARANSAS PASS RY.— Continued. 








Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES— COn. 

Class C2, OOoo> 


24 


20 


27 


29 










Passenger— 

Under 18-inch cylinders 


$2.25 


S2.40 


10.15 
.15 


6.7 


18-inch cylinders and over 










2.50 ! 2.65 
-.1 ...... . 


6.0 


Class C3, OOoo> 


9 


9 


49 


49 




Through freight 


2.70 i 2.85 
3. 10 i 3. 25 
2. 70 2. 85 


.15 
.15 
.15 


5.6 


Local freight 










4.8 












5.6 



















SAN PEDRO, LOS ANGELES & SALT LAKE R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, OOO >: 

Oil 


11 
2 


11 
2 


74 
75 


74 
75 










Coal 










Switching- 
Oil 


$2. 35 
2.35 


$2.60 
2.60 


$0.25 
.25 


10.6 


Coal 










10.6 


Class B4, OOOOo>: 

Oil 


63 
21 


63 
21 


92 
90 


92 
90 




Coal 










Freight, oil burners- 
West of Otis 


3.05 
3.05 
3.15 


3.20 
3.30 
3.45 


.15 
.25 

.30 


4.9 


East of Otis 










8.2 












9.5 


Class C2, OOoo>: 

Oil 


4 
8 


4 

8 


31 

34 


31 
34 




Coal 












2.50 


2.65 


.15 


6.0 


Class C3, OOOoo>: 

Oil 


8 
1 


8 


56 
45 


56 




Coal , 










Passenger 




2.50 


2.65 


.15 


6.0 


Class F2, oOOoo> (oil) 


4 


4 


53 


53 






2.50 


2.65 


.15 


6.0 


Class F3,oOOOoo>: 

Oil 


20 
6 


20 
6 


72 

72 


72 
72 




Coal 










Passenger- 
Oil . . 


2.75 

2.85 


2.90 
3.00 


.15 
.15 


5.5 


Coal 










5.3 


Class Shay (coal) 


3 


3 


63 


63 






2.80 


3.05 


.25 


8.9 















SPOKANE, PORTLAND & SEATTLE RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> .• 


5 


6 


75 


69 










Switching 


$2.00 


$2.50 


$0.50 


25.0 


Class B3, OOOo> 


1 


1 


42 


42 




Freight 


2.00 


2.95 


.95 


47.5 


Class B4, OOOOo> 


13 


14 


83 


82 




Freight 


3.00 


3.40 


.40 


13.3 


Class C2, OOoo> 


2 


6 


28 


28 






2.55 


2.55 


.00 


0.0 


Class C3, OOOoo> 




6 




56 




Passenger 






3.05 






Class E3, oOOOo> 


15 


15 


75 


75 








Freight 


2.80 


3.40 


.60 


21.4 


FOUK-CYLINDER COMPOUND LOCOMOTIVES. 

Class C3, O O Ooo> 




10 




78 










3.05 






Class F2, oOOoo> 


10 


10 


54 


54 








Passenger 


2.75 


3.05 


.30 


10.9 















RAILROAD LABOR ARBITRATIONS. 



89 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
enqines — Continued . 

SOUTHERN PACIFIC CO. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000>: 

Oil 


144 
11 


152 
6 


60 
60 


61 
62 










Coal 










Switching- 


S2.25 
2.15 


$2.50 
2.40 


$0.25 
.25 


11.1 












11 6 


Class B3, OOOo>: 

Oil 


110 

7 


151 

8 


64 
59 


70 
66 




Coal 











Passenger— Oil and coal- 


2.25 
2.98 


2.65 

3.13 
3.90 

2.65 
3.27 


.40 
.15 


17.8 


Mountain, 18-inch cylinders and 










5 














Passenger— Over 140,000 pounds on 
drivers— 
Vallev 










2.50 
3.12 


.15 
.15 


6.0 












4.8 


Class B4, OOOOo>: 

Coal 


41 
267 


25 

274 


91 
91 


93 
92 




Oil 










Passenger— Oil and coal— 

18-inch cylinders and over — 

Vallev 


2.25 
2.98 

2.50 
3.12 


2.65 
3.13 

2.65 
3.27 

3.90 


.40 
.15 

.15 
.15 


17.8 












5.0 


Over 140, 000 pounds on drivers- 










6 












4 8 


Bet ween Roseville and 
Truckee 












Class C2, OOoo>: 

Coal 


4 
171 


1 
165 


29 
30 


16 
32 








Oil 











Passenger- 
Less than 18-inch cylinders- 




2.40 
3.00 

2.65 
3.13 






















Cylinders 18 inches and over- 
Valley 










2.25 
2.98 

2.50 
3.12 


.40 
.15 


17.8 


Mountain 










5.0 


Over 140,000 pounds on drivers— 
Valley 


























Class C3, OOOoo>: 

Coal 


16 

241 


15 

255 


51 
51 


53 
53 








Oil 










Passenger— Oil and coal — 

Vallev 


2.25 
2.98 

2.50 
3.12 


2.65 
3.13 

2.65 
3.27 

3.90 


.40 
.15 

.15 
.15 


17. S 


Mountain 










5.0 


Over 140.000 pounds on drivers- 
Valley 










6 












4.8 


Between Roseville and 
Truckee 




























Passenger- 
Cylinders 18 inches and over— 
Valley 


2.25 
2.98 

2.50 
3.12 


2.65 
3.13 

2.65 
3.27 

3.90 


.40 
.15 

.15 
.15 


17.8 


Mountain , . 










5.0 


Over 140,000 pounds on drivers- 
Valley 










6.0 


Mountain 










4.8 


Between Roseville and 
Truckee 












Class D2, oOO>(oil) 


2 


2 


12 


12 









Passenger— 

Vallev 


2.25 


2.65 


.40 


17.8 


Class E3, oOOOo>(oil) 


7 


7 


40 


40 




Passenger 


2.75 


2.90 


.15 


5.5 



90 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 



SOUTHERN PACIFIC CO.— Continued. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES— COn. 

Class E 4 oOOOOoXcoal) 




6 




103 










Over 140,000 pounds on drivers- 
Freight— 
Valley 






$3.12 
3.40 
3.65 






































Class F2, oOOoo>: 

Coal ... 


7 
34 


2 
45 


52 
53 


98 
50 








Oil 










Passenger- 
Cylinders 18 inches and over— 
Vallev 


$2.25 

2.50 
3.12 


2.65 
3.13 


$0.40 
.15 


17 8 


Mountain 










5.0 


Over 140.000 pounds on drivers— 
Vallev 












Mountain. 
















Class F3,oOOOoo>: 

Coal 


16 
12 


16 
22 


70 
71 


70 
71 








Oil 










Passenger— 

Vallev 


2.50 
3.12 
3.90 


2.65 
3.27 
3.90 


.15 
.15 
.00 


6.0 












4.8 


Between Roseville and Truckee. . 










0.0 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class B3,OOOo>: 

Oil 


7 
33 


10 
13 


74 
72 


72 
72 




Coal 










Freight— Oil— . 

Less than 75,000 pounds on 
drivers— 
Vallev 




2.61 
2.97 
3.22 

2.84 
3.11 
3.36 

2.97 
3.25 
3.50 

4.00 
3.75 

2.76 
3.12 
3.27 

2.99 
3.26 
3.51 

3.12 

3.40 
3.65 

4.00 
3.75 






Mountain, 8 miles per hour.. . 
















Mountain, 10 miles per hour.. 
















110,000 to 140,000 pounds on 
drivers— 
Vallev 










. 2.69 
2.96 
3.21 

2.82 
3.10 
3.35 


.15 
.15 
.15 

.15 
.15 
.15 


5.6 


Mountain, 8 miles per hour.. . 










5.1 












4.7 


Over 140,000 pounds on drivers- 










5.3 












4.8 


Mountain, 10 miles per hour.. 










4.5 


Between Roseville and Truckee— 
Mallet 




























Freight— Coal- 
Less than 110,000 pounds on 
drivers- 
Valley 
































Mountain, 10 miles per hour.. 
















110,000 to 140,000 pounds on 
drivers— 
Vallev 










2.69 
2.96 
3.21 

2.82 
3.10 
3.35 


.30 
.30 
.30 

.30 
.30 
.30. 


10.6 












9.7 


Mountain, 10 miles per hour.. 






, 




9.0 


Over 140,000 pounds on drivers— 
Vallev 










10.6' 


Mountain, 8 miles per hour. . . 










9.7 












9.0 


Between Roseville and Truckee— 
Mallet 












Allother 










3.75 


.00 


.0 



RAILROAD LABOR ARBITRATIONS. 



91 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
■ per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued. 

SOUTHERN PACIFIC CO.— Continued. * 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Per cent. 


four-cylinder compound locomo- 
tives— continued. 

Class C3,OOOoo>: 


4 


4 


71 


71 










Freight — Coal— 

Less than 75.000 pounds on 
drivers— 
Vallev 




12.61 
2.97 
3.22 

2.71 
2.97 
3.22 






Mountain. 8 miles per hour 










: 




Mountain, 10 miles pjr hour. . 















75,000 to 110,000 pounds on driv- 
ers- 
Valley 










?2. 69 
2.96 
3.21 

2.S2 
3.10 
3.35 

3.75 


f0.02 

.01 
.01 


°-l 










.3 


Over 140,000 pounds on drivers— 
Vallev ... 












Mountain. S miles per hour. . . 












Mountain, 10 miles per hour. . 












Between Roseville and 
Truckee 














Class F2.oOOoo>: 

Coal 


9 

13 


22 


53 

53 








Oil 


53 






1 


Passenger— 

Cvlinders 18 inches and over— 
Vallev 


2. 25 








Mountain 










2.98 

2.50 
3.12 

3.90 




Over 140,000 pounds on drivers— 
Vallev 












Mountain 












Between Roseville and 














Freight— 

75.000 to 110,000 pounds on driv- 
ers- 
Valley 










2.71 
2.97 
3.22 






Mountain, 8 miles per hour.. 
















Mountain 10 miles per hour.. 
















Class E8 oOOOO-OOOOo> (oil) 


2 


17 


197 


197 








Passenger— 

Vallev 


2.82 
3.35 


4.00 
4.00 

4.00 
4.00 


1.18 
.65 


41.8 












19.4 


Freight— 

Vallev 




























TWO-CYLINDER COMPOUND OR CROSS- 
COMPOUND LOCOMOTIVES. 

Class B4,OOOOo>: 

Oil 


20 


15 


87 


87 








Freight-Oil- 
Over 110,000 to 140^000 pounds on 
drivers- 
Valley 


2.69 
2.96 
3.21 

2.82 
3.10 
3.35 


2.84 
3.11 
3.36 

2.97 
3.25 
3.50 

4.00 
3.75 


.15 
.15 
.15 

.15 
.15 

.15 


5.6 












5.1 












4.7 


Over 140,000 pounds on drivers- 
Valley 










5.3 


Mountain, 8 miles per hour.. . 










4.8 


Mountain, 10 miles per hour. . 










4.5 


Between Roseville and Truckee— 
Mallet 












All other 
















ClassCS, OOOoo>: 

Freight— Coal 


1 




50 










Less than 75,000 pounds on driv- 
ers- 






2.84 
3.11 
3.36 






















Mountain, 10 miles per hour. . 

















92 



BAILKOAD LABOK ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued. , 

SOUTHERN PACIFIC CO.— Continued. 





Number. 


A verage 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


Increase. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Percent 


TWO-CYLINDER COMPOUND OR CROSS- 
COMPOUND locomotives— continued. 

Class C4, OOOOoo> (oil) 


24 


15 


67 


69 










Over 140,000 pounds on drivers — 
Valley 


$2.82 
3.10 
3.35 

2.69 
2.96 
3.21 


$2.97 
3.25 
3.50 

2.84 
3.11 
3.36 


$0.15 

.15 
.15 

.15 
.15 
.15 


5.3 


Mountain, 8 miles per hour 










4.8 


Mountain , 10 miles per hour 










4.5 


110,000 to 140,000 pounds on driv- 
ers- 
Valley 










5.6 


Mountain, 8 miles per hour. . . 










5.1 


Mountain, 10 miles per hour. . 










4.7 















TEXAS & PACIFIC RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> , 


42 


41 


38 


38 










Switching: 


$2.25 
2.15 


$2.50 
2.40 


$0.25 
.25 


11.1 












11.6 


Class B2, OOo> (oil) . 




18 




35 




Switching: 






2.50 
2.40 






















Class B3, OOOo> 


20 




35 










Switching: 




2.25 
2.15 
























Class B4 OOOOo> (oil) . 




2 




35 








Switching: 






2.50 
2.40 






















Class C2. OOoo> 


84 


84 


24 


24 








Through freight, 18-inch cylinders or 


2.70 
3.00 

2.25 
2.50 


3.00 
3.30 

2.40 
2.65 


.30 
.30 

.15 
.15 


11.1 


Local freight, 18-inch cylinders or less. 










10.0 


Passenger: 










6.7 












6.0 


Class C3 OOOoo> 


242 


241 


55 


55 




Passenger: 

Under 18-ineh cylinders 


2.25 

2.50 

2.70 
2.85 
3.05 

3.00 
3.15 
3.25 


2.40 
2.65 

3.00 
3.15 
3.35 

3.30 
3.45 
3.55 
3.65 
3.75 


.15 
.15 

.30 
.30 
.30 

.30 
.30 
.30 


6.7 












6.0 


Through freight: 

18-inch cylinders or under 










11.1 


19-inch cylinders 










10.5 












9.8 


Local freight: 










10.0 












9.5 












9.2 
































2 


2 


55 


55 










2.50 


2.75 


,25 


10.0 

















UNION 


PACIFIC ] 


R. R. 










SINGLE-EXPANSION LOCOMOTIVES. 
rin^s A3 000~> 


87 


105 


57 


60 










Switching: 


$2.25 
2.25 


$2.50 
2.50 


$0.25 
.25 


11.1 












11.1 


rin<;<5 T33 OOOo"> 


2 


2 


48 


48 




Freight. 18 by 26, inch cylinder!' 


2,70 


3.00 


.30 


11.1 



RAILROAD LABOR ARBITRATIONS. 



93 



Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — ( ontinued. 

UNION PACIFIC R. R — Continued. 





Number. 


Average 

weight on 

drivers 

(tons). 


Rate per day of 

100 miles, or 
10 hours or less. 


increase.. 




1909 


1911 


1909 


1911 


1909 


1911 


Amount. 


Percent. 


SINGLE-EXPANSION LOCOMOTIVES— COn. 


164 



212 


88 


87 










Freight: 

21 by 28 inch cylinders 


S3. 25 
3.25 
3.25 
3.00 
2.25 


13. 55 
3.55 
3.55 
3.30 
2.50 


H). 30 

.30 
.30 
.30 
.25 


9.2 
9.2 












9.2 












10.0 












11.1 




64 


56 


32 


32 






2.50 
2.70 
2.25 


2.65 
3.00 
2.50 


.15 
.30 
.25 


6.0 













11.1 











11.1 




118 


123 


56 


56 




Freight: 


2.70 
2.85 
3.00 
2.85 
2.95 

2.65 
2.65 
2.75 


I 
3.00 ] .30 
3.15 .30 
3.30 i .30 
3.15 ! .30 
i 


11.1 












10.5 












10.0 












10.5 














Passenger: 










2.80 .15 

2.80! .15 
2. 90 . 15 














5.7 












5.5 












2. 65 
2.50 
















2.25 


.'25- 


11.1 


Class C4 OOOOoo> 


8 


8 


83 


83 


| 




Freight, 21 hv 30 inch cylinders 


3.25 


3.55 


.30 

... 


9.2 


Class E4~oOOOOo> ." 




39 




104 










3. 55 
3. 75 


















:::::.:::: 






41 


24 


54 


.53 










2.75 


2.90 


.1.5 




Class F3 oOOOoo>. . 


29 


60 


71 








2.85 


3. 00 


.15 


5.3 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class B4, OOOOo> 


108 


76 


82 


82 




Freight: 


3.25 
3.25 


3.55 
3.55 


.30 
.30 


9.2 


17-28 bv 30 inch cylinders 










9.2 


Class C3, 00 Ooo> 


45 


40 


70 


70 




Freight, 15J.-26 bv 28 inch cylinders. . 


2.75 
2.95 


2.90 
3.25 


.15 
.30 












10.2 


Class F2, oOOoo> 


15 


15 


55 


55 




Passenger, 16-27 bv 28 inch cvlinders. 


2.75 


2.90 


.15 


5.5 


Class E8, o0000-0000o> 




3 




147 




Freight, 26-40 by 30 inch cvlinders . . . 






4.00 


! 





















WICHITA VALLEY RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class B3, OOOo> 


2 


8 


58 


46 










Freight: 

Through 


$2.60 
2.80 


$2.90 
3.10 


$0.30 
.30 


11.5 












10.7 


Class B4. OOOOo> 


2 


2 


45 


58 




Freight: 

Through 


2.80 
3.00 


3.10 
3.30 


.30 
.30 


10.7 













10 


Class C2. OOoo> 


5 


6 


25 


25 






2.25 

2.60 
2.80 


2.40 


.'is" 


6.7 


Freight: 

Through 












Local 


















94 RAILROAD LABOR ARBITRATIONS. 

COMPARISON OF SCHEDULES IN EFFECT BEFORE AND AFTER THE 
AWARD OF THE ARBITRATION BOARD. 

As further illustrating the effect of the application of the award of 
the arbitration board, and in order to corroborate the statements 
based on the classification of engines of the Interstate Commerce Com- 
mission, a comparison, so far as it was possible, was made from the 
printed or typewritten official schedules of rates of pay and working 
rules in effect on the different railroads prior and subsequent to the 
award of the arbitration board. The comparison of rates was made 
on a day, hour, mileage, or trip basis, according to the standard of 
comparison afforded by the schedules of the individual railroads. In 
the case of some companies no comparison was possible because of the 
basis of wage payments as the result of the arbitration proceedings. 
It will be noted that the increases in rates of pay shown in the fol- 
lowing series of tables are practically the same as those first set in the 
comparison according to the Interstate Commerce Commission's 
classification of locomotives. 

The detailed comparison by railroads, arranged in alphabetical 
order, is given below. In. the case of each railroad a detailed basic 
comparison is made, followed by derivative tables which show the 
amount and per cent of increase in rates of pay according to principal 
branches of service. 

ATCHISON, TOPEKA & SANTA FE RAILWAY CO. 

On the Atchison, Topeka & Santa Fe Railway the rates of pay to 
passenger train firemen, as the result of the arbitration board aw^ard, 
were advanced 15 cents a day, which was equivalent to increases over 
preexisting rates of from 5.4 to 6.7 per cent. On coal-burning loco- 
motives in mountain and helper service, rates of pay were advanced 
9.7 to 14 per cent; and on oil-burning engines 4.8 to 7 per cent, accord- 
ing to classes of engine and operating districts. 

In through freight service, firemen in all districts and on all t3?-pes 
of engines, except Mikado, Decapod, and Santa Fe types, had their 
rates increased 30 cents a day on coal-burning and 15 cents a day 
on oil-burning locomotives. On Mikado, Decapod, and Santa Fe 
types of locomotives the advances secured as the result of the arbi- 
tration ranged, according to operating districts, from 30 to 92 cents 
a day over preexisting rates, being equivalent in terms of percent- 
ages to increases in rates of pay from 8.7 to 32.5 per cent. The 
same advances in rates were allowed in work train as in through 
freight service. In switching service an increase was granted of 25 
cents a day, which was equivalent to increases over rates which had 
been paid before the arbitration in various yards ranging from 10.9 
to 11.6 per cent. In local or way freight service, firemen on all 
engines except the Mikado type were paid 15 cents more a day than 
they would have received for the same class of engine in through 
freight service. 



RAILROAD LABOR ARBITRATIONS. 



95 











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102 



RAILROAD LABOR ARBITRATIONS. 



ATCHISON, TOPEKA & SANTA FE RAILWAY — COAST LINES. 

On the coast lines of the Atchison, Topeka & Santa Fe Railway 
increases in rates of pay to passenger train firemen granted by the 
arbitration board ranged from 5.7 to 6.7 per cent, according to the 
size Of the cylinder of the engine used. In through freight service 
firemen on coal-burning engines received an advance in pay of approx- 
imately 10 per cent, or 30 cents a day; on oil-burning engines the 
increases granted were about one-half of those granted on engines 
using coal as fuel. Firemen engaged in switching service had their 
rates of pay increased slightly more than 11 per cent. On simple 
engines weighing less than 215,000 pounds on drivers used as helpers, 
increases of 15 cents (oil) and 30 cents (coal) were granted by the arbi- 
tration board; on simple engines weighing more than 215,000 pounds 
on drivers the advances in rates of pay allowed were considerably 
larger on coal-burning locomotives, or 96 cents a day, or 34.4 per 
cent. These large engines also when on work and wreck train serv- 
ice were awarded an increase of $1.10, or 41.5 per cent per day. 
Hostlers secured an increase of 25 cents a day, or 8.3 per cent, while 
those employed on a monthly basis had their rates of pay increased 
5 per cent. 

Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910. 





Passenger. 


Freight— Average rate per specified 
trip.i 


Class of engine. 


Rate per day. 


Increase. 


Rate per day. 


Increase. 




1907 


1910 


Amount. 


Per cent. 


1907 


1910 


Amount. 


Per cent. 


Engines under 18-inch cylin- 


$2.25 
2.50 

2.65 


$2.40 
2.65 

2.80 


$0.15 
.15 

.15 


6.7 
6.0 

5.7 










Engines 18-inch cylinders and 
over 










Engines 135,000 pounds or 
more on drivers, and At- 
lantic type balance com- 
pound, between Albuquer- 
que and Baker sfield, only . . 

8-wheel: 2 

Coal 










• 


r $3.10 


$0.30 
.15 

.30 
.15 

.30 


10.7 


Oil 










}$2.80 1 


5.4 


10-wheel, less than 100,000 
pounds on drivers: 2 
Coal 










| 2.89 

} 2.92 
} 3.22 

\ 2.97 
} 3.12 


/ 3.19 
\ 3.04 

/ 3.22 
\ 3.07 

/ 3.52 
\ 3.37 

/ 3.27 
\ 3.12 

/ 3.42 
\ 3.27 


10.4 


Oil 










5.2 


10-wheel, 100,000 pounds or 
more on drivers: s 
Coal 










10 3 


Oil 










.15 5.1 


Prairie: 4 

Coal 










. 30 9- 3 


Oil... 










.15 

.30 
.15 

.30 
.15 


4.7 


Consolidation less than 135,- 
000 pounds on drivers: 2 
Coal 










10.1 


Oil 










5.1 


Simple consolidation 135,000 
pounds or more, and less 
than 215,000 pounds on driv- 
ers, and less than 24-inch 
cylinders, and compound 
consolidation less than 215,- 
000 pounds on drivers: s 
Coal .' 










9.6 


Oil 










4.8 

















1 An additional allowance of 15 cents per 100 miles on certain regularly assigned local freight runs allowed 
1907 and 1910 and on all other regularly assigned local freight runs an additional allowance of 25 miles per 
100 miles paid in 1910. 

2 Rates for 1910 do not apply to engines with 24-inch cylinder or over. 

3 Rates for 1910 do not apply to coal burners with 24-inch cylinder or over. 

4 Rates for 1910 do not apply to simple coal burners 24-inch cylinder or over. 

5 Includes in 1907 all classes* of engines not previously enumerated. 



RAILROAD LABOR ARBITRATIONS. 



103 



Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910 — Continued. 





Switching. 


Gallup coal run. 


Class of engine. 


Rate per day. 


Increase. 


Rate per day. 


Increase. 




1907 


1910 


Amount. 


Per cent. 


1907 


1910 


Amount. 


Per cent. 


All engines: 


$2.15 
2.25 


$2.40 
2.50 


$0.25 
.25 


11.6 
11.1 










Second-class yards 










$2.50 


$2.75 


$0.25 


10.0 
















Helper. 


Work and construction. 


Class of engine. 


Rate per day. 


Increase. 


Rate per day. 


Increase. 




1907 


1910 


Amount. 


Per cent. 


1907 


1910 


Amount. 


Per cent. 


Simple engines less than 24- 
inch cylinders; and com- 
pound engines less than 
215,000 pounds on drivers: 

Coal 

Oil 

Simple engines 24-inch cylin- 
ders and over; and com- 
pound engines 215,000 
pounds or more on drivers: 

Coal 

Oil 


} $2. 79 
} 2.79 


/ $3.09 
\ 2.94 

/ 3.75 
\ 2.94 


$0.30 
.15 

.96 
.15 


10.8 
5.4 

34.4 
5.4 


} $2. 65 
} 2.65 


$2.95 
3.75 


$0.30 
1.10 


11.3 
■ 41.5 




Hostlers. 


Mixed runs— Round trip Escandido- 
Folbrook. 


Class of engine. 


Rate per day. 


Increase. 


Rate per month. 


Increase. 




1907 


1910 


Amount. 


Per cent. 


1907 


1910 


Amount. 


Per cent. 


All engines 


$3.00 


$3.25 


$0.25 


8.3 


$78. 52 


$82. 43 


$3.91 


5.0 









104 



EAILEOAD LABOE AEBITEATIONS. 

Rates of pay per day of locomotive firemen. 



Class of engine. 


Albuquerque 

and Bakcrs- 

field.i 


Los Angeles 

division, 
Mountain, i 


Valley and 
Valley divi- 
sion. 1 




1907 


1910 


1907 


1910 


1907 


1910 


FREIGHT SERVICE. 2 

8- wheel: 3 

Oil 


$2.74 
2.74 

2.90 
2.90 

2.95 
2.95 

3.35 
3.35 

3.10 
3.10 

3.35 
3.35 


$2.89 
3,04 

3.05 
3.20 

3.10 
3.25 

3.50 
3.65 

3.25 
3.40 

3.50 
3.65 

3.50 
3.75 
4.00 


$2.95 
2.95 

2.95 
2.95 

2.95 
2.95 

3.35 
3.35 

2.95 
2.95 

3.05 
3.05 


$3.10 
3.25 

3.10 
3.25 

3.10 
3.25 

3.50 
3.65 

3.10 
3.25 

3.20 
3.35 

3.20 
3.75 
4.00 


$2.70 
2.70 

2.83 
2.83 

2.85 
2.85 

2.95 
2.95 

2.85 
2.85 

2.95 
2.95 


$2.85 


Coal 


3 00 


10-wheel less than 100,000 pounds on drivers: 3 

Oil 


2 98 


Coal 


3 13 


10-wheel 100.000 pounds or more on drivers: 4 

Oil 


3.00 


Coal 


3 15 


Prairie: 5 

Oil 


3.10 


Coal 


3.25 


Consolidation less than 135,000 pounds on drivers: 3 
Oil 


3.00 


Coal 


3.15 


Simple consolidation 135,000 pounds or more, and less 
than 215,000 pounds on drivers, and cylinders less 
than 24 inches in diameter, and compound consoli- 
dations less than 215,000 pounds on drivers: 6 
Oil 


3.10 


Coal 


3.25 


All engines not otherwise provided for, 215,000 pounds 
or more on drivers, and all simple engines with 
cylinders 24 inches or more in diameter: 
Oil 


3.10 


Coal 




3.75 






4.00 







1 Basis of day's work, 10 hours, 100 miles or less; on schedules of more than 10 hours, delays of more than 1 
hour beyond the schedule paid for pro rata. 

2 An additional allowance of 15 cents per 100 miles on certain local regularly assigned local freight trains 
allowed 1907 and 1910, and on all other regularly assigned local freight runs an additional allowance of 25 
miles per 100 miles paid in 1910. 

8 Rates for 1910 do not apply to engines with cylinders 24 inches or more in diameter. 
4 Rates for 1910 do not apply to coal burners with cylinders 24 inches or more in diameter. 
6 Rates for 1910 do not apply to simple coal burners with cylinders 24 inches or more in diameter. 
6 Includes in 1907 all classes of engines not previously enumerated. 



KAILKOAD LABOK ARBITRATIONS. 

Rates of pay per day of locomotive firemen — Continued. 



105 



Class of engine. 


Gallup coal 
run. 


Helper 
service. 


Work and 
construc- 
tion service. 


Passenger. 1 


Switching. 




19072 


1910 


1907 3 


1910 


1907 s 1910 


1907 


1910 


1907 


1910 




$2.50 


$2.75 


















Simple engines with cylinders less 

than 24 inches in diameter and 

compound enginesless than 215,000 

pounds on drivers: 

Coal 




« $2. 79 


<$3.09 
5 2.94 

3.75 


$2.65 
2.65 

2.65 
2.65 


$2.95 










Oil 






<2.79 
2.79 










Simple engines with cylinders 24 

inches or over in diameter and 

compound engines 215,000 pounds 

or more on drivers: 

Coal 






3.75 










Oil 






2. 79 5 9. 94 










Mallet tvpe: 

Coal 








4.00 
4.00 


4.00 
4.00 
2.80 










Oil 




























Engines haying cylinders under 








$2.25 

2.50 

2.65 


$2.40 
2.65 

2.80 






Engines having cylinders 18 
















Engines 135,000 pounds or more 
on drivers and Atlantic type 
balance compound, between 
Albuquerque and Bakersfield 


















Switching: 5 














S2. 15 
2.25 


*2.40 
















2.50 










■1 









Class of service. 



Rate. 



1907 



Hostlers, per day of 12 hours 

Handling engine to or from shop 

Escandido-Folbrook: 

Mixed runs, round trip per month 
Deadheading, per mile 




$3.25 
2.40 



82.43 
.021 



i Rates given are for 100 miles or less, 8 hours a day's work. 

- 10 hours constitute a day's work. 

2 10 hours or less constitute a day's work. 

4 Except between Pictonville and San Bernardino, where rate is S2.76 per dav. 1907; coal. $3.06 per day, 
1910: oil, $2.91 per dav, 1910. 

5 Except between Pictonville and San Bernardino, where rate is: Oil, $2.91 per day, 1910; coal, $2.94 
per day, 1910. 

« 10 hours or less, one day; overtime, pro rata. 

Note.— Overtime, pro rata; no overtime for delays of 59 minutes or less, passenger service. 



CANADIAN NORTHERN RAILWAY CO. 



Passenger train firemen employed by the Canadian Northern 
Railway had their rates of pay advanced by the arbitration award 
from 5 to 6.4 per cent, and in freight, work train, and switching 
service, from 9.2 to 12.8 per cent. Hostlers' daily rates of pay were 
increased from $2.90 to $3.15 a day, or 8.6 per cent. 



106 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910. 





Passenger. 


Freight, mixed, or snowplow 
train, i 


Class of engine. 


Rate per 

day. 


Increase; 


Rate per 
day. 


Increase. 




1908 


1910 


Amount. 


Per cent. 


1908 


1910 


Amount. 


Per cent. 


Consolidation 


$3.00 

2.90 
2.70 
2.65 
2.35 


$3.15 

3.05 
2.85 
2.80 
2.50 


$0.15 

.15 
.15 
.15 
.15 


5.0 

5.2 
5.6 

5.7 
6.4 


$3.25 

3.00 
2.80 


$3.55 

3.30 
3.10 


$0.30 

.30 
.30 


9.2 


110 per cent and over except consoli- 
dation 


10.0 


75 to 100 per cent 


10.7 


Standard engine, 18 by 24 




Standard engine, 17 by 24 










All other engines 


2.60 


2.90 


.30 


11.5 

















Work trains. 


Switching. 


Class of engine. 


Rate per 
day. 


Increase. 


Rate per 
day. 


Increase. 


- 


1908 


1910 


Amount. 


Per cent. 


1908 


1910 


Amount. 


Per cent. 


Consolidation 


$3.00 

2.75 
2.55 
2.35 


$3.30 

3.05 
2.85 
2.65 


$0.30 

.30 
.30 
.30 


10.0 

10.9 
11,8 
12.8 










110 per cent and over except consoli- 










75 to 100 per cent 










All other engines 










All engines 


$2.25 


$2.50 


$0.25 


11.1 

















Hostlers. 


Class of engine. 


Rate per' 
day. 


Increase. 




1908 


1910 


Amount. 


Per cent. 




$2.90 


$3.15 


$0.25 


8.6 







In 1908, 15 cents, and in 1910, 25 cents, added to through freight rates for way freight. 
Rates of pay per day of locomotive firemen. 



Class of engine. 


Passenger. 1 


Freight, mixed, 

or snowplow 

trains. 1 


Work trains. 1 


Switching. 




1908 


1910 


1908 2 


1910 2 


1908 


1910 


1908 


1910 




$3.00 

2.90 
2.70 
2.65 
2.35 


$3. 15 

3.05 
2.85 
2.80 
2.50 


$3.25 

3.00 
2.80 


$3.55 

3.30 
3.10 


$3.00 

2.75 
2.55 


$3.30 

3.05 

2.85 






110 per cent and over except consoli- 


































2.60 


2.90 


2.35 


2.65 






Switching, all yards, present estab- 






$2.25 


* $2. 50 


Hostlers, per day of 12 hours or less. . 


2.90 


3.15 

























1 Basis of day's work, 100 miles or less, 10 hours or less; overtime pro rata. 

2 In 1908, 15 cents; and in 1910, 25 cents added to through freight rates tor way freight, 
s Basis of a day's work, 10 hours or less. 

4 Overtime pro rata 10 hours per day. 



Deadheading, 200 miles or less, minimum passenger rates, actual mileage; distance in excess of 200 miles 
half minimum passenger rates. 



BAILROAD LABOR ARBITRATIONS. 



107 



CHICAGO & ALTON RAILROAD CO. 

As the result of the application of the award of the arbitration 
board upon the Chicago & Alton Railroad passenger train firemen 
had their rates of pay advanced, according to class of engine used, 
from 6 to 6.7 per cent; through freight train firemen, from 10.2 to 
11.7 per cent; local freight train firemen, from 8.7 to 22 per cent; 
work train firemen from 9.3 to 12.9 per cent. Firemen employed in 
pusher or helper service had their monthly rates of pay increased 
from $75 to $84, or 12 per cent, while those in yard service received 
an advance of 25 cents a day, or 11.4 per cent. Hostlers were 
granted an increase in rates of pay of 5 cents an hour, which was 
equivalent to an advance over former rates of 22.7 per cent. 

Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910. 





Passenger. 


Through freight. 


Class of engine. 1 


Rate per 
day. 


Increase. 


Rate per 

day. 


Increase. 




1907 


1912 


Amount, j Per cent. 


1907 1912 


Amount. 


Per cent. 


Dl D2 D3, D4, Do, D6, D odd $2. 25 


$2.40 
2.65 


$0. 15 6. 7 








11,12, 13, E, Gl, G2, G3, Fl, F3, F4, 
F odd, D7 


2.50 


.15 


6.0 








HI, H2 . 


$2.95 i$3.25 
2. 90 3. 20 


$0.30 
.30 

.30 


10.2 


F3 F4 G3 11 12 13 D7 










10.3 


Dl to D6, inclusive, Fl, Gl, G2, and 










2.57 


2.87 


11.7 














Local freight. 


Work train. 


Class of engine. 1 


Rate per 
day. 


Increase. 


Rate per 
day. 


Increase. 




1907 


1912 


Amount. Per cent. 


1907 


1912 


Amount. 


Per cent. 


HI H2 . 


$2.87 
2.87 

2.87 


$3.50 
3.45 

3.12 



SO. 63 ; 22.0 
. 58 20. 2 










F3 F4 G3 11 12 13 D7 










Dl'to D6, inclusive, Fl, Gl, G2, and 
all other classes o f small engines 

HI, H2, 11, 12. and 13 


.25 


8.7 


$2.32 
2.70{ 

2.65 


$2.62 
3 3. 00 
^ 2. 95 
2.95 


$0.30 
.30 
.25 
.30 


12.9 
11.1 


F3, F4, G3, E, and D7 










9.3 
11.3 

















Pusher. 


Yard.2 


Class of engine. 1 


Rate per 
month. 


Increase. 


Rate per 
day. 


Increase. 




1907 


1912 


Amount. Per cent. 


1907 


1912 


Amount. 


Per cent. 


All engines 


$75.00 


$84.00 


$9.00 12.0 


$2.20 


$2.45 


$0.25 


11.4 



1 Includes all engines for which comparable data are available. 3 HI and H2 engines. 

1 Average for all yards. * 11, 12, and 13 engines. 



108 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration effective May 16, 1910 — Continued. 





Carrolton Branch. 


Hostlers. 


Class of engine. 1 


Rate per 
day. 


Increase. 


Rate per 
hour. 


Increase. 




1907 


1912 


Amount. 


Per cent. 


1907 


1912 


Amount. 


Per cent. 




$2.40 


$2.70 


$0.30 


12.5 


$0.22 


$0.27 


$0.05 


22.7 







1 Includes all engines for which comparable data ar? available. 
Rates of pay per day of locomotive firemen. 



Class of engine. 1 


Passenger. 2 


Through 
freight. 3 


Work train. 


Local 
freight. 3 


Hostlers. 




1907 


1912 


1907 


1912 


1907 


1912 


1907 


1912 


1907 


1912 


Dl, D2, D3, D4, D5, D6, D odd 

11, 12, 13, E, Gl, G2, G3, Fl, F3, F4, F 
odd D7 


$2.25 
2.50 


$2.40 
2.65 


































Hi and H2 


$2.95 
2.90 

2.57 


$3.25 
3.20 

2.87 






$2.87 
2.87 

2.87 
1 


$3.50 
3.45 

3.12 






F3 F4 G3 11 12,13 D7 














Dl to'D6, inclusive, Fl, Gl, G2, and 














HI H2 11 12 and 13 






$2.70 
2.65 

2.32 


/<$3.00 

\ 62.95 

2.95 

2.62 






F3 F4 G3 E, and D7 










/ 








Dl' to D6, inclusive, Fl, Gl, G2, and 
































«$0.22 


e $0. 27 























Yard service. 



Rate.' 



1907 



1912 



Kansas City, East St. Louis, and Chicago. 
All other yards 



$2.25 
2.15 



$2.50 
2.40 



Class of service. 



Rate per — 



1907 



1912 



Carrollton branch 
Watching engine. 

Deadheading 

Pusher service 8 . . 
Making up trains. 



Day.. 
Hour.. 
Mile... 
Month 
Hours 



$2.40 

.27 

.0126 

75.00 

.22 



$2.70 
.33 
.028 

84.00 
.27 



1 Includes all engines for which comparable data are given in the rate schedules before and after award. 

2 Day's work, 1907, 8 hours; 1912, 8 hours or less, 100 miles or less. Delays of more than 2 hours beyond 
schedule time when exceeding 8 hours paid for pro rata. 

s 10 hours or less, 100 miles or less constitute a day's work, overtime pro rata. 

* Applies to HI and H2. 

6 Applies to II, 12 and 13. 

6 Per hour. 

7 10 hours or less constitute a day, overtime pro rata. 

s 10 hours or less constitute a day's work. Overtime, per hour: 1907, 27 cents; 1912, 28 cents. 

9 In addition to pay for trip. 

Note.— Mallet type engines, 1912, rates of firemen all classes of service, $4; Mikado type, $3.75 per day of 
100 miles or less; 25 cents per day additional on Mikado type in local freight service. 



RAILROAD LABOR ARBITRATIONS. 



109 



CHICAGO, BURLINGTON & QUINCY RAILROAD CO. 

On the Chicago, Burlington & Quincy Railroad, rates paid to fire- 
men in passenger service were, as can be seen from the following table, 
advanced by the arbitration award 5.2 to 10 per cent a day, according 
to different classes of engines. In through freight service rates were 
increased 30 cents a day, and in local freight service, 35 cents a day, 
being equivalent to increases, according to different types of engines, 
of 9.1 to 12.3 per cent. Switching rates were advanced 2.5 cents an 
hour, or 11.4 per cent. Work train and helper service rates were in- 
creased 9.8 to 12.5 per cent. 

Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910. 





Passenger. 


Through freight. 


Class of engine. 


Rate per 
day. 


Increase. 


Rate per 
day. 


Increase. 




1907 ! 1911 


Amount. 


Per cent. 


1907 


1911 


Amount. 


Per cent. 


Group 1: A 2 3 4 5, K6, 11 


$2.25 $2.40 


$0.15 
.15 
.25 
.15 
.25 
.15 


6.7 
6.0 
10.0 
5.6 
9.3 
5.2 










Group 2: A1,'D2, K 7, 9, H 1, 2, Rl... 
Group 3: A6, K 1, 2, 3 


2.50 I 2.65 
2.50 1 2.75 
2.70 1 2.85 
2.70 i 2.95 
2.90 3.05 










...... 








Group 4' H 3, 4, R 2, 3, D7 








Group 5" K 4, 5, P 1, 2, 3, 4 


1 






Group 6: D 3, 4, L, R 4, 5 


i 






Group 1' A 1 2 3, 4, 5, K 6, 9, H5, 11 . 


$2.65 $2.95 
2.85 3.15 

3.00 3.30 
3.30 3.60 

3.13 ' 3.43 


SO. 30 
.30 

.30 
.30 

.30 


11 3 


Group 2: A6, D2, K 1, 2, 3, 7, H 1, 2, Rl 

Group 3: H 3, 4, K 4, 5, P 1, 2, 3, 4, 

R 2 3, D7 






10 5 


! J 




10.0 


Group 4' D3 4, L, R 4, 5, SI 


" | i 




9 1 


All engines, average rate per specified 
P 


■ 1 I 




9.6 













Local freight. 


Switching. 


Class of engine. 


Rate per 
day. 


Increase. 


Rate per 
hour. 


Increase. 




1907 


1911 


Amount. 


Percent. 


1907 


1911 


Amount. 


Per cent. 


Group 1: A 1, 2", 3, 4, 5, K 6, 9, H5, 11 . . 
Group 2: A6, D2, K 1, 2, 3, 7, H 1. 2, Rl 
Group 3: H 3, 4, K 4, 5, P 1, 2, 3, 4, 
R 2, 3, D7 


$2.85 S3. 20 
3. 05 3. 40 


$0.35 
.35 

.35 
.35 


12.3 
11.5 

10.9 


















3.20 
3.50 


3.55 
3.85 










Group 4: D 3, 4, L, R 4, 5, Si 


10.0 










80.22 


$0,245 


$0. 025 


11 4 
















Suburban. 


Work train and helper. 


Class of engine. 


Rate per 
trip. 


Increase. 


Rate per 
day. 


Increase. 




1907 


1911 


Amount. 


Per cent. 


1907 


1911 


Amount. 


Per cent. 


All engines: 

Average rate for specified trips 


SO. 54 


$0. 565 $0. 025 
2.70 .15 


4.6 
5.9 










Pullman Avenue, St. Paul 2. 55 














$2.40 $2.70 


50.30 
.30 
.30 
.30 


12.5 


Group 2 engines 1 






2.60 1 2.90 
2.75 3.05 
3.05 ! 3.35 


11.5 


Group 3 engines i 


1 




10.9 


Group 4 engines 


" 1 




9.8 




""1 











110 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of locomotive firemen, as a result of the 
award of the board of arbitration, effective May 16, 1910 — Continued. 





East Winona to Winona; East 
Dubuque to Dubuque; Ga- 
lena Junction to Galena. 


Hannibal-Palmyra Junction, 
Quincy Run: Groups 1 and 2, 
average rate. 


Class of engine. 


Rate per 
day. 


Increase. 


Rate per 
day. 


Increase. 




1907 


1911 


Amount. 


Per cent. 


1907 


1911 


Amount. 


Per cent. 




$2.50 


$2.65 


$0.15 


6.0 


$2.60 


$2.75 


$0.15 


5.8 








Average rate for specified trips. 


New Castle to Cambria. 


Class of engine. 


Rate per 
day. 


Increase. 


Rate per 
month. 


Increase. 




1907 


1911 


Amount. 


Percent. 


1907 


1911 


Amount. 


Per cent. 




$3.16 


$3.46 


$0.30 


9.5 


$75.00 


$75.00 


$0.00 


0.0 







Rates of pay of locomotive firemen. 



Class of engine. 


Passenger (per 

day). 1 


Class of engine. 


Passenger (per 
day).* 




1907 


1911 




1907 


1911 


Group 1: 

A 2 3 4 5 


$2.25 
2.25 
2.25 

2.50 
*2.50 
2.50 
2.50 
2.50 

2.50 
2.50 


$2.40 
2.40 
2.40 

2.65 
2.65 

2.65 
2.65 
2.65 

2.75 
2.75 


Group 4: 
H3, i 
R2,2 
D7... 


[ 


$2.70 
2.70 
2.70 

2.70 
2.70 

2.90 
2.90 
2.90 


$2.85 


K6'. .. 




2.85 


11 




2.85 


Group 2: 

Al 


Group 5: 

PI, 2 

Group 6: 
D3, 4 
L.... 




2.95 


D2 


,3,4 


2.95 


K 7,9 







H 1,2 


3.05 


El 




3.05 


Group 3: 

A6 


R4,J 
Group 7: 
Group 8: 


,S1 


3.05 


01 


3.20 


K 1,2,3 


Tl,2 




4.00 










Class ( 


>f engine. 






Through freight 
(per day). 2 


Local freight (per 
day). 2 




1907 


1911 


1907 


1911 


Group 1: 

Al 2 3 4 5 


$2.65 
2.65 
2.65 
2.65 

2.85 

2.85 
2.85 
2.85 
2.85 

3.00 
3.00 
3.00 
3.00 

3.30 

3.30 
3.30 
3.30 


$2.95 
2.95 
2.95 
2.95 

3.15 
3.15 
3.15 
3.15 
3.15 

3.30 
3.30 
3.30 
3.30 

3.60 
3.60 
3.60 
3.60 
3.75 
4.00 


$2.85 
2.85 
2.85 
2.85 

3.05 
3.05 
3.05 
3.05 
3.05 

3.20 
3.20 
3.20 
3.20 

3.50 
3.50 
3.50 
3.50 


$3.20 


K6 9 


3.20 


H5 


3.20 


11 


3.20 


Group 2: 

A6 - 


3.40 


D2 


3.40 


Kl 2 3 7 


3.40 


HI 2 


3.40 


Rl ' 


3.40 


Group 3: 

H3 4 


3.55 


K 4' 5 


3.55 


Pi 2 3,4 


3.55 


R 2/3' D7 


3.55 


Group 4: 

D3 4'. 


3.85 


L..' 


3.85 


R4 5 


3.85 


SI 


3.85 




4.00 








4.25 











1 100 miles or less, 10 hours or less, 1 day. Delays of 1 hour or more in starting from or after arriving at 
a terminal paid at hourly rates for all time in excess of 1 hour. 
2 100 miles or less, 10 hours or less, 1 day; overtime pro rata. 



RAILROAD LABOR ARBITRATIONS. 

Hates of pay of locomotive firemen — Continued. 



Ill 



Class of engine. 



Work trains 
(per day).i 



1907 



1911 



Helpers (per 
day).* 



1907 



1911 



Group 1 engine. 
Group 2 engine. 
Group 3 engine. 
Group 4 engine. 
Group 5 engine. 
Group 6 engine. 



$2.40 
2.60 
2.75 
3.05 



$2.70 
2.90 
3.05 
3.35 
3.60 
4.00 



$2.40 
2.60 
2.75 
3.05 



$2. 70 
2.90 
3.05 
3.35 
3.60 
4.00 



1907 



1911 



Pay trains 

Specials, etc 

Delay over 2 hours, except in case of obstruction or impairment of track, then half 
pay (per hour) 



s $2. 40 
.24 



S3. 20 
3 2.55 



.255 



1907 (per 
hour). 



1911 (per 
hour). 



SWITCHING SERVICE. 



First-class yards . 
All other vards.. 



$0,225 
.215 



$0.25 
.24 



1907 (per 
hour). 



1911 (per 
hour). 



SUBURBAN SERVICE. 4 

Chicago to Riverside 

Chicago to Downer's Grove 6 

Pullman Avenue-St. Paul 



$0.43 

.65 

6 2.55 



$0.45 

.68 

«2.70 



Specified runs. 



East Winona to Winona; East 
Dubuque to Dubuque; Ga- 
lena Junction to Galena 7 

Hannibal to Palmyra Junc- 
tion, Quincy run: 

Group 1 . ". 

Group 2 

Hot Springs and Winnekahta 

Spearfish to Deadwood and 
return 9 



1907 



$2.50 



2.50 
2.70 
3.05 

3.60 



1911 



$2.65 



2.65 
2.85 
3.35 

3.90 



Specified runs. 



Deadwood Central R. R.i° . . . 

Black Hill & Fort Pierre R.R.i«| 

New Castle to Cambria u . . . 

Denver to Lyons and return: 12 

Freight group 1 , 

Freight group 2 , 

Freight group 3 , 



1907 



$3.00 
3.00 
75.00 

3.10 
3.10 
3.20 



1911 



$3.30 
3.30 
75.00 

3.40 
3.40 
3.60 



1 10 hours or less, 1 day; overtime pro rata. 

2 100 miles or less, 10 hours or less, 1 day; overtime pro rata. 

3 Minimum rate. 

* All engines per single trip. 

6 One day's pay for Sunday and holiday work allowed on suburban runs, which are arranged so that 
men can make but one round trip. 

e Per day. 

7 Passenger run, per day of 10 hours; all class of engines, overtime paid pro rata. 

8 Including extra trips. " 
8 All class of engines. 

n> Overtime after 10 hours. 

u Straight time for working days and extra time for Sundays; overtime after 10 hours, 1011. 

12 Including switching and hostlering at Lyons. 



112 



RAILROAD LABOR ARBITRATION'S. 



CHICAGO GREAT WESTERN RAILROAD CO. 

Firemen employed in through freight, helper, and work train 
service on the Chicago Great Western Railroad had their rates 
advanced by the award of the arbitration board 30 cents a day, or 
9.8 to 11.8 per cent, according to different types of engines. Pas- 
senger train firemen were granted an advance of 15 cents a day, 
which, when applied to rates paid before the arbitration on different 
types of engines, was equivalent to an increase of 5.7 to 6.5 per cent. 
In yard service the increase of 25 cents a day when allowed by the 
board when applied to rates paid on this railway was equivalent 
to advances of 11.4 per cent. 

Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910. 



Class of service. 



Standard engines under 18-inch 
cylinders. 



Rate per day. 



1907 1911 



Increase. 



Amount. Percent 



Standard engines 18 inches and over. 



Rate per day. 



1907 1911 



Increase. 



Amount. Per cent 



Passenger 

Through freight 

Way freight 

Helper 

Work 

Yard (average for all yards) .-. 
St. Paul and Minneapolis 

transfer 

De Kalb and Cedar Falls 

branches 



$2.30 
2.55 
2.75 
2.55 
2.55 
2.20 

2.50 

2.55 



$2.45 
2.85 
3.10 
2.85 
2.85 
2.45 

2.75 

2.85 



$0.15 
.30 
.35 
.30 
.30 
.25 

.25 

.30 



6.5 
11.8 
12.7 
11.8 
11.8 
11.4 

10.0 



$2.50 
2.55 
2.75 
2.55 
2.55 
2.20 

2.50 

2.55 



$2.65 
2.85 
3.10 
2.85 
2.85 
2.45 

2.75 

2.85 



$0.15 
.30 
.35 
.30 
.30 
.25 

.25 

.30 



6.0 
11.8 
12.7 
11.8 
11.8 
11.4 

10.0 

11.8 



Class of service. 



Mogul engines. 



Rate per 
day. 



1907 



1911 



Increase. 



Amount 



Per 
cent. 



10-wheel, or Prairie engines. 



Rate per 

day. 



1907 



1911 



Increase. 



Amount 



Per 
cent. 



Consolidation engines. 



Rate per 
dav. 



1907 



1911 



Increase. 



Amount 



Per 
cent. 



Pfessenger 

Through freight... 

Way freight 

Helper 

Work 

Yard (average for 
all yards) 

St. Paul and Min- 
neapolis transfer 

De Kalb and Cedar 
Falls branches... 



$2.50 
2.75 
2.95 
2.75 
2.75 

2.20 

2.50 

2.65 



$2.65 
3.05 
3.30 
3.05 
3.05 

2.45 

2.75 

2.85 



6.0 
10.9 
11.9 
10.9 
10.9 

11.4 

10.0 

11.8 



$2.65 
2.95 
3.15 
2.95 
2.95 

2.20 

2.70 

2.55 



$2. 80 
3.25 
3.50 
3.25 
3.25 

2.45 

2.95 

2.85 



$0.15 
.30 
.35 
.30 
.30 

.25 

.25 

.30 



5.7 
10.2 
11.1 
10.2 
10.2 

11.4 



11.8 



$3.05 
3.25 
3.05 
3.05 

2.20 

2.70 

2.55 



$3.35 
3.60 
3.35 
3.35 

2.45 

2.95 

2.85 



$0.30 
.35 
.30 
.30 

.25 

.25 

.30 



10.8 
9.8 
9.8 

11.4 

9.3 

li.8 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay per day of locomotive firemen. 



113 



Class of service. 



Standard. 



Under 

18-inch 

cylinders. 



1907 



2.75 
2.55 
2.55 

2.50 



Passenger $2.30 

Freight, through.....! 2.55 

Freight, way 

Helper 

Work 

St. Paul and Minne- 
apolis transfer 

Mixed transfer, serv- 
ice between Coun- 
cil Bluffs and 
South Omaha, and 
on Chicago "horn 
run" 

De Kalb and Cedar 
Falls branches 

Switching: 

Group 1 yards... 
All other yards.. 



1911 



2.55 



2.25 
2.15 



S2.45 
2.85 
3.10 
2.85 
2.85 

2.75 



2.70 
2.85 



2.50 
2.40 



18-inch 
cylinders 
and over. 



1907 1911 



$2.60 



2.50 



2.55 



2.25 
2.15 



$2.65 
2.85 
3.10 
2.85 
2.85 

2.75 



2.70 

2.85 



Mogul. 



1907 1911 



$2.50 
2.75 
2.95 
2.75 
2.75 

2.50 



2.55 



2. 50 2. 25 
2.40 I 2.15 



$2.65 
3.05 
3.30 
3.05 
3.05 

2.75 



2.70 

2.85 



2.50 
2.40 



10-wheel or 
Prairie. 



1907 i 1911 



$2.65 
2.95 
3.15 
2.95 
2.95 

2.70 



$2.80 
3.25 
3.50 
3.25 
3.25 



Consolida- 
tion. 



1907 



1911 



S3. 05 
3.25 
3.05 
3.05 



$3.20 



2.95 j 2.70 



2.55 



2.25 
2.15 



2.85 
2.85 



2.50 
2.40 



2.55 



2.25 
2.15 



3-- 



2.95 



2.85 
2.85 



2.50 
2.40 



24-inch 

cylinders 

and over, 

1911. 



3 c3 

5 2 e 



$2.80 S3. 75 
75 
00 

75 

75 



3.25 
3.50 
3.25 
3.25 



2.95 



2.85 
2.85 



2.50 
2.40 



3.75 



$4.00 
4.00 
4.20 
4.00 
4.00 

4.00 



4.00 
4.00 
4.00 



Note.— 100 miles or less, 10 hours or less, constitute the basis of a day's work. 

CHICAGO, MILWAUKEE & ST. PAUL RAILWAY CO. 

On the Chicago, Milwaukee & St. Paul Railway it was possible 
from the printed schedules to compare the rates of pay on eight- 
wheel engines only before and after the award of the arbitration 
board. The advances in daily rates of pay granted by the board 
when applied to the rates prevailing on this class of locomotives 
before the award show an increase of 6 per cent to passenger firemen, 
of 12 per cent to firemen in through freight, and work train service, 
of 15.1 per cent in way freight train service, and of 11 per cent in 
switching service. 

Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910. 





8- wheel engines. 1 


Class of service. 


Rate per day. 


Increase. 




1907 


1912 


Amount. 


Per cent. 


Passenger 


82.50 
2.50 
2.65 
2.50 
2.275 


S2.65 
2.80 
3.05 
2.80 
2.525 


$0.15 
.30 
.40 
.30 
.25 


6.0 


Freight 


12.0 




15.1 


Wofk . 


12.0 


Switching 2 


11.0 











1 Comparable data for other classes of engines in the service not available. 

2 Average for all yards. 

51393°— S. Doc. 493, 64-1 8 



114 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of locomotive firemen. 



Class of service. 



Rate per- 



8-wheel, all 
engines. 



1907 



1911 



Overtime, per 
hour. 



1907 



1911 



Passenger. 



Freight 

Way freight 

Work 

Switching: 

First-class yards. . . 
Second-class yards. 



100 miles or less, 

10 hours or less. 

....do 



.do. 
.do. 



10 hours or less. 
....do 



$2.50 

2.50 
2.65 
2.50 

2.30 
2.25 



$2. 65 

2.80 
3.05 
2.80 

2.55 
2.50 



$0. 25 

.25 
.265 

.25 

.23 

.225 



$0. 265 

.28 

.305 

.28 

.255 
.25 



Note. — Rates of pay are classified according to seven different classes of engines, both before and after 
award. Only the rates on "8-wheel, all engines," are presented in the official schedules in comparable form. 

Engine dispatchers, 12-hour day: 

1907 $2.70 

1911 2.95 



CHICAGO, ROCK ISLAND & PACIFIC RAILWAY CO. AND CHICAGO, ROCK 
ISLAND & GULF RAILWAY CO. 



Firemen employed in passenger service by the Chicago, Rock Is- 
land & Pacific Railway Co. and the Chicago, Rock Island & Gulf 
Railway Co. had, by the award of the arbitration board, their rates of 
pay increased 15 cents a day, or from 4.9 to 6 per cent, according to 
class of engines. On coal-burning locomotives in through freight 
service the rates of pay to firemen were advanced 30 cents a day, 
and on Mogul engines 40 cents a day, or from 9.1 to 14.8 per cent, 
according to classes of locomotives. On oil-burning locomotives in 
the same branch of service the rate of increase granted was 15 
cents a day, which was equivalent to advances of 4.5 to 5.9 per 
cent over the daily rates of pay before the award of the board. In 
local freight service practically the same increases were allowed as 
in the case of through freight service. On switching engines advances 
in rates of pay were made ranging from 10.6 to 11.6 per cent, and in 
snow-plow service an increase of 30 cents a day, or 12 per cent, was 
granted. Firemen engaged in Chicago suburban passenger service 
had their rates of pay increased 15 cents a day, or 5.2 per cent. 



RAILROAD LABOR ARBITRATIONS. 



115 



Amount and per cent of increase in rates of pay of locomotive firemen, as a result of the 
award of the board of arbitration, effective May 16, 1910. 



Class of engines. 



Passenger. 



R dav Per Incre " ase - 



Through freight. 



Rate per 
day. 



Increase. 



Local freight. 



R day Per I IncreaS9 ' 



[$2.50 

^2 



2.70 



8-wheel: 

18-inch cylinders and 
under— 

Coal 

Oil 

19-inch cylinders — 

Coal." 

Oil 

19 to 21 inch cylinders, 
with trailer (Atlan- 
tic)— 

Coal 

Oil 

6-wheel connecting: 1 

18 and 19 inch cylin- 
ders— 

Si al .v.:::::::::::::} 2 - 

18 and 19 inch cylinders 
(Mogul)— 

gfv.:::::::::::::!}*™ 

20 to 22 inch cylinders 

Coal 

Oil jj 

20 to 22 inch cylinders i 
with trailer (Pa- ! 
cifie)— 

§£\.:::::::::::::H 

Consolidation: 

20 and 21 inch cylin- ; 
ders— 

Slf!.v.:::::::::::::}3.o 5 

22 and 23 inch cylin- 
ders- 
Coal 

Oil 



$2.65 
2.75 



2.85 



2.85 



$0.15 
.15 



15 



$2.55 



f$2.85 
l 2.70 



2.90 
2.75 



»{i:8 



2.85 
} 2.95 1 3.10 



3.10 



3.05 



3.20 



3.20 



4.9 



$0.30 
.15 



11.5 

5.8 



2.80 



$3.05 
2.90 



3.10 
2.95 



$0.30 
.15 



10.9 
5.5 



10.7 
5.4 



2.80/ 



3.10 
2.95 



2.70 
3.00 



3.00 



3.05 



3.30 



{ 2.85 

3.30 
3.15 



3.30 
3.15 



3.35 
3.20 



{£ 



15 



.15 



11.1 
5.6 



10.7 
5.4 



14.8 
5.6 



10.0 
5.0 



10.0 
5.0 



4.9 



}'• 



2.90 



3.00 



2.90 



{!: 



.30 10.3 
.15 5.2 



3.20 



}* 



3.50 



3.30 
3.15 



3.20 
3.05 



3.50 
3.35 



/ 3.50 
\ 3.35 



/ 3.55 
\ 3.40 



3.80 
3.65 



10.0 
5.0 



.30 

.15 4.3 



9.4 
4.7 



9.2 
4.6 



8.6 





Chicago suburban serv- 
ice between Chicago 
and Oak Forest (if 
done within 13 hours). 


Switching. 


Snowplow. 


Class of engines. 


Rate per 
day. 


Increase. 


Rate per 
day. 


Increase. 


Rate per 
day. 


Increase. 




i 


o 


i 

o 

a 
< 


8 

P4 




1910 
Amount. 


1 

Lj 

s 


o 

OS 


o 

OS 


i 

o 

s 
< 


1 


All classes of engines 


$2.90 


S3. Or, 


SO. 15 


5.2 














1 r 


$2.15 
2.25 
2.35 


$2.40 '$6.25 
2.50 .25 
2.60 | .25 


11.6 
11.1 
10.6 










































Snowplow 








$2.50 


$2.80 


$6.3*6 


iio 




i 

















1 Rates fixed in 1910 also apply to 6-wheel connecting 23-inch cylinder engines with trailer (Pacific). 



116 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of locomotive firerhen. 



Class of engine. 



Rate per— 



Passenger. 



1907 



1910 



Through freight. 



1907 



1910 



Coal. Oil 



Local freight. 



1907 



1910 



Coal. Oil 



8-wheel: 

18-inch cylinders and under 



19-inch cylinders 

19 to 21 inch cylinders , with 
trailer (Atlantic). 

6-wheel connecting: 2 

18 and 19 inch cylinders 

18 and 19 inch cylinders (Mo- 
gul). 

20 to 22 inch cylinders 

20 to 22 inch cylinders, with 

trailer (Pacific). 
Consolidation: 

20 and 21 inch cylinders 

22 and 23 inch cylinders 

24-inch cylinders and over. . . 
Mallet type, all classes of ser- 
vice. 



100 miles or less; 

overtime pro 

rata. 

do 

do 



.do., 
.do... 



.do 

.do 



.do 

.do 

.do 

.do 



$2.50 



2.60 
2.70 



2.70 
2.70 



3.05 
3.05 



$2.65 



2.75 

2.85 



$2.55 



2.60 
2.70 



2.80 
2.70 



3.00 
3.00 



3.05 
3.30 



$2.85 



2.90 
3.00 



3.10 
3.10 



3.30 
3.30 



3.35 
3.60 
3.75 
4.00 



$2.70 



2.75 

2.85 



2.95 
2.85 



3.15 
3.15 



3.20 
3.45 
3.60 
4.00 



$2.75 



2.80 
2.90 



3.00 
2.90 



3.20 
3.20 



3.25 
3.50 



$3.05 



3.10 
3.20 



3.30 
3.20 



3.50 
3.50 



3.55 
3.80 
3.95 
4.00 



$2.90 



2.95 
3.05 



3.15 
3.05 



3.35 
3.35 



3.40 
3.65 
3.80 
4.00 



Class of engine. 



Chicago suburban 
service. 3 



1907 



1910 



All engines 

Overtime, per hour . 



$2.90 
.24 



$3.05 
.255 



Rate per— 



1907 



1910 



Switching service: 

18-inch cylinders and under . 



19 and 20 inch cylinders 

21-inch cylinders and over 

Deadheading on company business. 



Eeld after arrival of deadhead trip: * 

36 hours, 1907 

24 hours, 1910 

Held in for snowplow service: For each 24 hours or less 

that they are held subject to orders. 
All service not otherwise specified in schedule 



Day of 10 hours or less; 
overtime pro rata. 

do 

....do 

Mile, half mileage; mini- 
mum, 100 miles. 



Day. 



$2.15 

2.25 

2.35 

.027 



2.70 
2.50 

2.70 



$2.40 

2.50 

2.60 

.03 



3.00 
2.80 

3.00 



i On work, gravel, and construction trains freight rates apply according to classification: 12 hours or 
less, 1 day, 1907; 10 hours or less, 1910. Over 100 miles on mileage basis; overtime pro rata. 
2 Rate given for 1910 also applies to 6-wheel connecting 23-inch cylinder engines, with trailer (Pacific), 
s Between Chicago and Oak Forest (if done within 13 hours), 100 miles or less; additional miles pro rata. 
*$2.70 for each successive 36 hours, 1907; $3 for each successive 24 hours, 1910. 



CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA RAILWAY CO. 

On the Chicago, St. Paul, Minneapolis & Omaha Railway the daily 
rates of pay to passenger train, firemen were advanced, according to 
types of locomotives, from 5.2 to 6 per cent. In through freight 
service the percentage of increase allowed ranged from 10 to 11.8 
per cent. On practically all classes of engines the rate of increase of 
30 cents a day, as in the case of through freight service, was granted 
to firemen engaged in way freight and work and wreck train and 
helper service. The daily rate of pay to firemen in yard service, 
based on an average for all yards and all classes of engines, was 
advanced from $2.24 to $2.49, or 11.2 per cent. 



RAILROAD LABOR ARBITRATIONS. 



117 



Amount and per cent of increase in rates of pay of locomotive firemen, as a result of the 
award of the board of arbitration, effective May 16, 1910. 





Engines under 18-inch cylinders. 


Engines, 8-wheel, 18-inch cyl- 
inders. 


Class of service. 


Rate per 
day. 


Increase. 


Rate per 
day. 


Increase. 




.1907 


1910 


Amount. 


Per cent, 


1907 


1910 


Amount. 


Per cent. 




82.50 
2.55 
2.75 
2.55 
2.50 
2,50 
2.55 
2.90 


$2.65 
2.85 
3.05 
2.85 
2.65 
2.65 
2.85 
3.20 


$0.15 
.30 
.30 
.30 
.15 
.15 
.30 
.30 


6.0 
11.8 
10.9 
11.8 
6.0 
6.0 
11.8 
10.3 


$2.50 
2.00 
2.75 
2.60 
2.50 
2.50 
2.60 
2.90 


$2.65 
2.90 
3.05 
2.90 
2,65 
2.65 
2.90 
3.20 


$0.15 
.30 
.30 
.30 
.15 
.15 
.30 
.30 


6.0 


Freight . , 


11.5 

10.9 




11.5 




6.0 




6.0 




11.5 




10.3 













Class of service. 



8-wheel, 19 to 21 inch cylinders. 



8-wheel with trailer, G3. 



Rate per 
dav. 



Increase. 



1907 1910 i Amount, 



Rate per 
day. 



Per cent. | 1907 1910 Amount. Per cent. 



Passenger 

Freight 

Way freight 

Work and wreck 

Menomonie line 

Stillwater line 

Helper •. 

Hudson helper 



$2.50 $2.65 



\ 2.60 
2.75 
2.60 
2.50 

! 2.50 


2.90 
3.05 
2.90 
2.65 
2.65 
2.90 
3.20 


i 2.60 
2.90 



$0.15 
.30 
.30 
.30 
.15 
.15 
.30 
.30 



6.0 
11.5 
10.9 
11.5 
6.0 
6.0 
11.5 
10.3 



$2. 65 
2.75 
2.95 
2.75 
2.65 
2.65 
2.75 
2.90 



Increase. 



$2.80 
3.05 
3.20 
3.05 
2. JO 
2.80 
3.05 
3.20 



$0. 15 I 
.30 
.25 
.30 
.15 
.15 
.30 
.30 



5.7 
10.9 

8.5 
10.9 

5.7 

5.7 
10.9 
10.3 



Class of service. 



Passenger 

Freight 

Way freight 

Work and wreck 
Menomonie line.. 
Stillwater line... 

Helper 

Hudson helper . . . 



6- wheel consolidated 18 to 19 
inch cylinders. 



6-wheel consolidated Gl and 
G2 engines. 



Rate per 
day. 



1907 1910 



$2. 65 
2.80 
3.05 
2.80 
2.65 
2.65 
2.80 
3.20 



$2.80 
3.10 
3.35 
3.10 
2.80 
2.80 
3.10 
3.50 



Increase, 



Rate per 
day. 



Increase. 



Amount. Per cent. 1907 1910 



$0. 15 j 
.30 l 
.30 ! 
.30 
.15 
.15 
.30 
.30 



5.7 $2.90 $3.05 



10.7 
9.8 

10.7 
5.7 
5.7 

10.7 
9.4 



3.00 
3.15 
3.00 
2.90 
2.90 
3.00 
3.20 



3.30 
3.45 
3.30 
3.05 
3.05 
3.30 
3.50 



Amount. 



$0.15 
.30 
.30 
.30 
.15 
.15 
.30 
.30 



Per cent. 



5.2 
10.0 

9.5 
10.0 

5.2 

5.2 
10.0 

9.4 



Class of sen-ice. 



6-wheel consolidated, II. 



Rate per 
day 



1907 1910 



Passenger $2.90 $3.05 

Freight 3.00 3.30 

Wav freight 3.15 3.45 

Work and wreck 3. 00 3. 30 

Menomonie line 2.90 3.05 

Stillwater line 2.90 ; 3.05 

Helper 3.00 3.30 

Hudsonhelper 3.20 3.50 



Increase. 



Amount, 



$0.15 
.30 
.30 
.30 
.15 
.15 
.30 
.30 



Per cent. 



10-wheel, with trailer, 12. 



Rale per 
day. 



Increase. 



10.0 
9.5 

10.0 
5.2 
5.2 

10.0 
9.4 



1907 



3.00 
3.15 
3.00 
2.90 
2.90 
3.00 
3.20 



1910 


Amount. 


$3.05 


$0.15 


3.30 


.30 


3.45 


.30 


3.30 


.30 


3.05 


.15 


3.05 


.15 


3.30 


.30 


3.50 


.30 



Per cent. 



5.2 
10.0 

9.5 
10.0 

5.2 

5.2 
10.0 

9.4 



118 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of locomotive firemen, as a result of the 
award of the board of arbitration, effective May 16, 1910 — Continued. 





Under 6-wheel consolidated 18 by 24 
cylinders, and 6-wheel consolidated 18 
by 24 cylinders or over. 


Class of service. 


Rate per day. 


Increase. 




1907 


1910 


Amount. 


Per cent. 


Yardi 


$2.24 
2.65 
2.88 


$2.49 
2.90 
3.13 


$0.25 
.25 
.25 


11.2 


Itasca transfer 2 


9.4 


St. Paul, Minneapolis, and Minnesota transfer 2 


8.7 







i Average rate for all yards and all engines. 2 Average rate for all engines. 

Rates of pay per day of locomotive firemen. 



Class of service. 


Under 18- 
inch cyl- 
inders. 


8-wheel, 18- 
inch cyl- 
inders. 


8-wheel, 19 
to 21 inch 
cylinders. 


8-wheel, 

with trailer 

G3. 




1907 


1910 


1907 


1910 


1907 


1910 


1907 


1910 




$2.50 $2.65 


$2.50 
2.60 
2.75 
2.60 
2.50 
2.50 
2.60 
2.90 


$2.65 
2.90 
3.05 
2.90 
2.65 
2.65 
2.90 
3.2Q 


$2.50 
2.60 
2.75 
2.60 
2.50 
2.50 
2.60 
2.90 


$2. 65 $2. 65 


$2.80 


Freight * 


2.55 
2.75 
2.55 
2.50 
2.50 
2.55 
2.90 


2.85 
3.05 
2.85 
2.65 
2.65 
2.85 
3.20 


2.90 
3.05 
2.90 
2.65 
2.65 
2.90 
3.20 


2.75 
2.95 
2.75 
2.65 
2.65 
2.75 
2.90 


3.05 




3.20 




3.05 




2.80 




2.80 




3.05 




3.20 







Class of service. 



Passenger i 

Freight* 

Way freight 1 

Work and freight l .- 

Menomonie line (day and night) 
Stillwater line (day and night) 2 . 

Helpers s 

Hudson helper * 



6 s"oTidSeTi 6 - wlieelc011 - 
fflSSS*. solidated, 
18tol9mch a , , c k 

cylinders. ( 



1907 1910 



$2.65 
2 80 
3.05 
2.80 
2.65 
2.65 
2.80 
3.20 



$2.80 
3.10 
3.35 
3.10 
2.80 
2.80 
3.10 
3.50 



1907 1910 



$2.90 $3.05 



3.00 
3.15 
3.00 
2.90 
2.90 
3.00 
3.20 



3.30 
3.45 
3.30 
3.05 
3.05 
3.30 
3.50 



6-wheel con- 
solidated, 
II. 



1907 1910 



10-wheel, 

with trailer 

12. 



1907 1910 



$2.90 $3.05 $2 



3.00 


3.30 


3. 15 


3.45 


3.00 


3.30 


2.90 


3.05 


2.90 


3.05 


3.00 


3.30 


3.20 


3.50 



3.00 
3.15 
3.00 
2.90 
2.90 
3.00 
3.20 



$3.05 
3.30 
3-45 
3.30 
3.05 
3.05 
3.30 
3.50 



Switch and transfer service. 
[Per day of 10 hours or less.] 



First-class yards 

Other yards _ 

Itasca transfer 

St. Paul, Minneapolis, and Minnesota transfer. 



Under 6- 
wheel con- 
solidated, 
18 by 24 
cylinder. 



1907 1910 



$2.25 
2.15 
2.50 
2.75 



$2.50 
2.40 
2.75 
3.00 



6-wheel con- 
solidated, 
18 by 24 
cylinder 



1907 1910 



$2.30 $2.55 



2.25 
2.80 
3.00 



2.50 
3.05 
3.25 



i Per 100 miles or less, 10 hours or less; overtime or overmiles paid for pro rata. 

2 These rates include all overtime. 

3 Per day of 10 hours or less. 
« Per day of 12 hours or less. 



RAILROAD LABOR ARBITRATIONS. 



119 



CHICAGO TERMINAL TRANSFER RAILROAD CO. 1 

The table next presented shows the rates of pay to locomotive 
firemen in effect on the Chicago Terminal Transfer Railroad before 
and after the arbitration award of 1910, together with the amount 
and per cent of advances in rates made by that award. 

Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910. 



Class of service. 


Rate per day. 


Increase. 


1907 


1912 


Amount. 


Per cent. 


Suburban passenger: 


S2.25 
2.50 
2.25 
2.50 
2.25 


$2.40 
2.65 
2.50 
2.75 
2.55 


$0.15 
.15 
.25 
.25 
.30 


6.7 


Engines 18-inch cylinders and over 


6.0 


Switching 


11.1 




10.0 


Work train 


13.3 







Rates of pay of locomotive firemen. 



Class of service. 



1907^ 



Suburban passenger: 

Under 18-inch cylinders . . . 

18-inch cylinders, and over 

Switching 

Transfer 

Work train 



1912 2 



$2.25 


$2.40 


2.50 


2.65 


2.25 


2.50 


2.50 


2.75 


2.25 


2.55 



1 Per day of 100 miles or less; overtime pro rata. 

2 Per day of 10 hours or less; overtime pro rata after 10 hours. 

Note. — Exception to rates shown for 1912: Firemen firing engines 1966 to 1971, inclusive, allowed $2.75 
per day of 10 hours or less in any service; overtime pro rata, plus 30 minutes before leaving and 30 minutes 
after arrival to prepare engine for service. Firemen working the night yard engine used in switching and 
making up trains at Whiting allowed $2.75 per day of 10 hours or less; overtime, pro rata. 



Now known as the Baltimore & Ohio Chicago Terminal Railroad Co. 



120 



RAILROAD LABOR ARBITRATIONS. 



COLORADO & SOUTHERN RAILWAY CO. 

The table which follows sets forth the amount and per cent of 
increase in rates of pay granted to locomotive firemen by the award 
of the arbitration board. The showing is made according to principal 
branches of services and different types of locomotives. 

Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910, 



Class of service. 



Passenger, minimum rate: 

Engines, under 18-inch cylinders 

Engines, 18-inch cylinders and over 

Central City run 

South Park division: 

100 valley miles -. 

44 mountain miles 

Clear Creek district, all classes narrow gauge engines 

Freight: 

8-wheel, 10-wheel, and Mogul engines, cylinders 18 inches 

and under, and engines 309 to 319, inclusive 

Engines from 320 to 331, inclusive, and consolidated engines 

from 400 to 429, inclusive 

Consolidated engines 451 to 455, inclusive, 600 to 649, in- 
clusive 

South Park division— 

85 valley miles 

44 mountain miles 

Clear Creek district, all classes narrow gauge engines.., 

South Park division- 
Work train 

Specified runs 

Denver and Morrison run 

All other runs (except work trains) 

Switching: 

Leadville yards 

All other yards , 

Hostlers .' 



Rate per day. 



1907 



$2.25 
2.50 
2.60 

2.25 
2.25 
2.60 



2.60 

2.89 

3.25 

2.31 
2.31 
2.89 

2.40 
2.50 
2.65 
2.31 

2.50 
2.25 
2.25 



1911 



i $2. 40 

12.65 

2.75 

2.40 
2.40 
2.75 



2.90 

3.19 

3.55 

2.61 
2.61 
3.19 

2.70 
2.80 
2.95 
2.61 

2.75 

2.50 
2.30 



Increase. 



Amount. Per cent. 



$0.15 
.15 
.15 

.15 
.15 
.15 



.30 



.30 
.30 
.30 

.30 

.30 
.30 
.30 

.25 

.25 
.05 



6.7 
6.0 
5.8 

6.7 
6.7 
5.8 



11.5 



10.4 

9.2 

13.0 
13.0 
10.4 

12.5 

12.0 
11.3 
13.0 

10.0 
11.1 
20.0 



i With the following exceptions in 1911: On simple locomotives having cylinders 24 inches or over in 
diameter and on compound locomotives weighing 215,000 pounds or more on drivers in all classes of service, 
firemen paid $3.75 per 100 miles or less. 

a Rate per hour. 



RAILROAD LABOR ARBITRATIONS. 

Bates of pay of locomotive firemen. 



121 





Rate. 




Class of service. 






Remarks. 






* 


1907 


1911 




Switching service, all yards, except 
Leadville. 


$2.25 


82.50 


Overtime pro rata after 10 hours, except at 






Leadville. 


Passenger, minimum rate: 








Locomotives under 18-inch cylinders 


2.25 


»2.40 


These rates not applicable in Clear Creek dis- 
trict. 


Locomotives 18-inch cylinders and 


2.50 


12.65 


Do. 


over. 
Freight service: 








8-wheel, 10- wheel, and Mogul en- 


2.60 


2 2.90 


100 miles or less; overtime pro rata; standard- 


gines, cylinders 18 inches and un- 
der; and locomotives from 309 to 






gauge service only. 








319, inclusive. 








Locomotives from 320 to 331, inclu- 


2.89 


3.19 


For 100 miles or less, overtime pro rata after 10 


sive. 






hours. 


Consolidated locomotives from 400 


2.89 


3.19 


Do. 


to 429, inclusive. 








Consolidated locomotives, 451 to 


3.25 


3.55 


Do. 


455, inclusive. 








Consolidated locomotives, 600 to 


3.35 


3.65 


"Do. 


649, inclusive. 








Consolidated locomotives, 520 to 


3.35 


3.65 


Do. 


531, inclusive. 








Hostler service, per hour 


.25 


.30 




Clear Creek district, all classes narrow- 








gauge engmes: 
Freight service '. 


2.89 


3.19 


Mileage and overtime as per tabulated schedule. 
Do. 


Passenger service 


2.60 


2.75 


Central City passenger run 


2.60 


2.75 


For 100 miles or less, overtime after 11 hours. 


South Park division, passenger service: 3 








100 valley miles 


2.25 


2.40 


Overtime pro rata after 8 hours. 


44 mountain miles 


2.25 


2.40 


Do. 


South Park division, freight service: 3 








85 valley miles 


2.31 
2.31 


2.61 

2.61 


Do. 


44 mountain miles 


Do. 


Work-train firemen 


2.40 


2.70 


Overtime pro rata after 10 hours. 


All other runs (except work trains). . 


2.31 


2.61 


Overtime pro rata after 8 hours. 


Como to London mine, round trip . . 


2.50 


2.80 


Overtime pro rata after 10 hours. 


Pitkin and Baldwin run 


2.50 
2.65 


2.80 
2.95 


Do. 


Denver and Morrison run 


Overtime pro rata. 


Switching service: 


Denver yards 


2.25 
2.25 
2.25 


2.50 
2.50 
2.50 


Overtime pro rata after 10 hours. 
Do. 


Trinidad yards 


Como yards 


Do. 


Leadville yards 


2.50 


2.75 


Do. 


AJ1 classes of service, Mallet engines 




4.00 


Do. 









1 With the following exceptions in 1911: On simple locomotives having cylinders 24 inches or over in 
diameter, and on compound locomotives weighing 1 215,000 pounds or more on drivers. In all classes of 
service firemen receive ?3.75 per 100 miles or less. 

2 Firemen in local or way freight service under the rates fixed in 1911 paid a differential of 25 cents per 
day over the rate paid on the same class of engines in through freight service, except Mallet type engines. 
In 1911 firemen on regular work trains allowed full time as per class locomotives used at the class freight 
rates, less 25 cents, respectively. 

3 Overtime paid on all districts of South Park division at 28.5 cents per hour in 1907; pro rata in 1911. 

DULUTH, SOUTH SHORE & ATLANTIC RAILWAY CO. AND MINERAL RANGE 

RAILROAD CO. 

The advances in rates of pay awarded to firemen on this railway 
by the board of arbitration are briefly summarized below. The varia- 
tions in the percentages of increase in the different classes of service 
were due to the various classes of locomotives used in each branch 
of the service. 

Increase per day. 

Per cent. 

Passenger sen-ice 5. 4 to 6. 5 

Time-freight and work-train service 10. 2 to 11.8 

Snowplow and local service 9. 4 to 10. 7 

Switching service 11.6 

Hostlers 9. 1 



122 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective, May 16, 1910, 





Passenger. 


Time freight. 


Class of engine. 


Rate per 
day. 


Increase. 


Rate per 
day. 


Increase. 




1907 


1910 


Amount. 


Per cent. 


1907 


1910 


Amount. 


Per cent. 


Standard less than 18 by 24 


«2. 30 
2.50 

2.50 

2.65 

2.80 


$2. 45 
2.65 

2.65 

2.80 

2.95 


$0.15 
.15 

.15 

.15 

.15 


6.5 
6.0 

6.0 

5.7 
5.4 


12.55 
2.55 

2.70 

2.75 

2.95 


$2.85 
2.85 

3.00 

3.05 

3.25 


$0.30 
.30 

.30 

.30 

.30 


11.8 


Standard , 18 by 24 or larger 


11.8 


Mogul and 10-wheel, 18 by 24 or 
larger 


11.1 


Consolidations weighing 140,000 
pounds or less on drivers 


10.9 


Consolidations weighing 140,000 
pounds or more on drivers 


10.2 









Snowplow and local. 


Work train. 


Class of engine. 


Rate-per 
day. 


Increase. 


Rate per 
day. 


Increase. 




1907 


1910 


Amount. 


Per cent. 


1907 


1910 


Amount. 


Per cent. 


Standard less than 18 by 24 

Standard, 18 by 24 or larger 


$2.80 
2.80 

2.95 

3-00 

3.20 


$3.10 
3.10 

3.25 

3.30 

3.50 


$0.30 
.30 

.30 

.30 

.30 


10.7 
10.7 

10.2 

10.0 

9.4 


$2.55 
2.55 

2.70 

2.75 

2.95 


$2.85 
2.85 

3.00 

3.05 

3.25 


$0.30 
.30 

.30 

.30 

.30 


11.8 
11.8 


Mogul and 10-wheel, 18 by 24 or 
larger 


11. 1 


Consolidations weighing 140,000 


10.9 


Consolidations weighing 140,000 


10.2 









Switching. 


Hostlers. 


Class of engine. 


Rate per 
day. 


Increase. . 


Rate per 
day. 


Increase. 




1907 


1910 


Amount. 


Per cent. 


1907 


1910 


Amount. 


Per cent. 


All engines 


$2.15 


$2.40 


$0.25 


11.6 


$2.75 


$3.00 


$0.25 


9.1 







Note.— Trains 53, 54, 63, 64, and designated traveling switch engines receive an extra compensation of 
8 cents a day. 

Rates of pay per day of locomotive firemen. 1 



Class of engine. 


Passenger. 


Time 
freight. 


Snow plow 
and local. 


Work trains. 


Switching. 


Hostlers. 




1907 


1910 


1907 


1910 


1907 


1910 


1907 


1910 


1907 


1910 


1907 


1910 


Standard, less than 18 by 24. 

Standard, 18 by 24, or larger. 

Mogul and 10-wheel, 18 by 

24, or larger 

Consolidations weighing 
140,000 pounds or less on 


$2. 30 
2.50 

2.50 
2.65 
2. SO 


$2, 45 
2.65 

2.65 
2.80 
2.95 


$2. 55 
2.55 

2.70 
2.75 
2.95 


$2. 85 
2.85 

3.00 
3.05 
3.25 


$2.80 
2.80 

2.95 
3.00 
3.20 


$3. 10 
3.10 

3.25 
3.30 
3.50 


$2. 55 
2.55 

2.70 
2.75 
2.95 


$2. 85 
2.85 

3.00 
3.05 
3.25 


























Consolidations weighing 
140,000 pounds or more on 












$2.15 


$2.40 


$2.75 


$3.00 
















1 





i 100 miles or less, 10 hours or less, constitute a day's work in road service; overtime computed on basis 
of 10 miles per hour. In switching service, 10 hours constitute a day's work; overtime after first 20 minutes 
at the same rate. Hostlers 12 hours per day. 

Note.— Trains 53, 54, 63, 64 and designated traveling switch engines receive an extra compensation 
of 8 cents per day. 



RAILROAD LABOR ARBITRATIONS. 



123 



EL PASO & SOUTHWESTERN SYSTEM. 

By the application of the award of the arbitration board on this 
railroad, passenger tram firemen were advanced 9.1 per cent on the 
Douglas and Benson division for a day of 100 miles or less, and on 
the Douglas and Tucumcari division 12.7 per cent. In freight serv- 
ice the rate of increase awarded to engines of the Decapod type was 
14.5 per cent per day of 100 miles. In helper service the rate of in- 
crease was slightly more, or 14.9 per cent. Firemen on work trains 
were advanced 7 A per cent per month, and on switching or yard 
engines 8.3 per cent. 

Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910. 



Class of service. 



Rate per— 



Fay. 



1906 1912 



Increase. 



vmount. Per cent. 



Passenger: 

Douglas and Benson 

Douglas and Tucumcari 

Freight, Decapod engines , 

Branch runs: 

Bisbee and Osborn 

Tombstone and Fairbank , 

Arizona and Southern Mexico . 

Helper 

Work train , 

Switching, or yard 



100 miles or less . . 

....do 

....do 



Month . 
do. 



Day 



.do. 



Month. 
do. 



$2.75 
2.75 
3.45 

125. 00 

12.1.00 

3.52 

3. 3o 

105. 00 
90.00 



S3. 00 
3.10 
3.95 

134.00 
134. 00 
3.82 
3.85 
112. 80 
97.50 



?0. 25 
.35 
.50 

9.00 
9.00 
.30 
.50 
7.80 
7.50 



9.1 
12.7 
14.5 

7.2 
7.2 

8.5 
H.9 
7.4 
8.3 



Rates of pay of locomotive firemen. 



Class of service. 


Rate per — 


Pay. 


Overtime. 


1906 


1912 


1906 


1912 


Passenger: • 


100 miles or less . . . 
100 miles 


$2.75 
2.75 

3.30 


$3.00 
3.10 












Freight: 1 

All classes of engines except Decapods, western 


100 miles or less . . . 
do 







division. 


3.75 






All classes of engines except Decapods, eastern 


do 

do 


' 3.25 







division. 
District between Duran and Carrizozo 


3.55 
3.95 

134.00 
134.00 

8 3.82 

3.85 

112. 80 

97.50 








...do 


3.45 

125.00 
125.00 
3.52 
3.35 
105. 00 
90.00 







Branch runs: 

Bisbee and Osborn 3 




SO. 35 
.35 
■ 26§ 

(10) 


(<) 
( 6 ) 
( 9 ) 

(10) 




.. do 


A. & S. M 


Dav 7 




do 


Work train 


Month n 




do 


(13) 


(18) 







i Miles in excess of 100, pro rata. 
* Except district between Duran and Carrizozo. 
8 12 hours or less constitute a day. 
4 Overtime pro rata after 12 hours. 
6 14 hours or less constitute a day. 
8 Overtime after 14 hours, pro rata. 
7 66 miles or less constitute a day. 
8 10 hours or less constitute a day. 
6 Overtime pro rata after 10 hours'. 
» Overtime after 12 hours at road rates. 

" 26 working days, 12 hours for a day. " If called to work Sunday, paid pro rata In addition to monthly 
cay; overtime after 12 hours, at same ratio, 
u 11 hours or less constitute a day. 
« Overtime, pro rata. 



124 



RAILROAD LABOR ARBITRATIONS. 



FORT WORTH & DENVER CITY RAILWAY CO. 

Firemen on the Fort Worth & Denver City Railway had their 
rates advanced by the arbitration board award on all passenger 
engines, except the consolidation type, from 5.9 to 6.4 per cent. 
On consolidation locomotives the rates of increase awarded were 17 
and 20.8 per cent, according to size of cylinders. In through and 
local freight service firemen's rates of pay were advanced 30 cents a 
day, or from 8.6 to 11.3 per cent as applied to the various types of 
engines. The daily rate to firemen on work trains was increased 
from $2.40 to $2.70, or 12.5 per cent, and on switching engines from 
$2.15 to $2.50, or 16.3 per cent. Day hostlers received an increase 
of 9.4 per cent, and night hostlers 8.8 per cent. 

Amount and per cent of increase in rates of pay of locomotive firemen, as a result of the 
award of the board of arbitration, effective May 16, 1910. 



Class of engine. 



8- wheel engines, 17 and 18 

inch cylinders 

10-wheel engines, 18 and 19 

inch cylinders 

10-wheel, 20-inch cylinders 

and over 

Consolidation engines, 20 

by 28 inch cylinders 

Consolidation engines, 22 

by 28 inch cylinders 



Rate per 
day. 



$2.35 
2.50 
2.55 
2.65' 
2.65 



$2.50 
2.65 
2.70 
3.10 
3.20 



Increase. 



$0.15 
.15 
.15 
.45 
.55 



6.4 

6.0 

5.9 

17.0 

20.8 



Through freight. 



Rate per 
day. 



$2.65 
2.80 
2.90 
3.10 
3.30 



$2.95 
3.10 
3.20 
3.40 
3.60 



Increase. 



$0.30 
.30 
.30 
.30 
.30 



11.3 

10.7 

10.3 

9.7 

9.1 



Local freight. 



Rate per 
day. 



$2.85 
3.00 
3.10 
3.30 
3.50 



$3.15 
3.30 
3.40 
3.60 
3.80 



Increase. 



$0.30 
.30 
.30 
.30 
.30 



10.5 
10.0 
9.7 
9.1 
8.6 



Class of service. 



Work train '. 

Switch engine, except Fort Worth 
Hostlers: 

Day 

Night 



Rate per- 



Day. 



.do. 



Month. 
do. 



Pay. 



1907 1911 



$2.40 
2.15 



80.00 
85.00 



$2.70 
2.50 



87.50 
92.50 



Increase. 



Amount. Per cent. 



$0.30 
.35 



7.50 
7.50 



12.5 
16.3 



9.4 
8.8 



i Fort Worth, $2.25 per day, 1907. 
Rates of pay of locomotive firemen. 



Class of engine. 


Passenger (per 
day).i 


Through freight 
(per day).i 


Local freight 
(per day). 1 




1907 


1911 


1907 


1911 


1907 


1911 




$2.35 
2.50 
2.55 
2.65 
2. 65 


$2.50 
2.65 
2.70 
3.10 
3.20 
2.60 


$2.65 
2.80 
2.90 
3.10 
3.30 


$2.95 
3.10 
3.20 
3.40 
3.60 
3.05 


$2.85 
3.00 
3.10 
3.30 
3.50 


$3.15 




3.30 


16-wheel engines, 20-inch cylinders and over 


3.40 


Consolidation engines, 20 by 28 inch cylinders 


3.60 




3.80 




3.25 









100 miles or 10 hours constitute a day's work. 



RAILROAD LABOR ARBITRATIONS. 



125 





Rates of pay of locomotive engineers- 


-Continued. 








Class of service. 


Rate per— 


Pay. 


Overtime. 1 




1907 


1911 


1907 


1911 




Dav 


$2.40 
2.15 

80.00 
85.00 


$2.70 
2.50 

87.50 
92.50 


$0.25 
( 3 ) 


$0.27 


Switch engine 
Hostlers: * 
Dav 


except Fort Worth 2 


do 

Month 


( 8 ) 


Night 


do 













1 10 hours or less constitute a day. If called upon to work Sunday, paid pro rata in addition to regular 
pay. 
2 Fort Worth, $2.25 per day, 1907. 
» After 10 hours pro rata. 
* 12 hours or less constitute a day's work. 



GULF, COLORADO & SANTA FE RAILWAY CO. 

On the Gulf, Colorado & Santa Fe Railway, as can be seen from 
the following table, the rates of pay after the application of the 
award of the arbitration board were 6 to 6.7 per cent higher for fire- 
men in passenger service; 4.9 to 5.5 per cent higher in through- 
freight service; 6 per cent higher on work trains; and more than 11 
per cent higher in yard service. 

Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910. 



Class of service. 



Passenger: 

Engines less than 18-inch cylinders 

Engines 18-inch cylinders or over (and less than 24-inch, 19li) 
Freight: 1 

Engines 100 ; 000 pounds or less on drivers 

Engines weighing more than 100,000 and less than 120,000 
pounds on drivers 

Engines weighing 120,000 pounds or more on drivers 

Work or construction trains 

Switching: 

Yards in group 1 

Other yards 



Rate per day. 



1903 



1911 



S2.25 
2.50 



2.90 
3.05 
2.50 

2.25 
2.15 



$2.40 
2.65 

2.90 

3.05 
3.20 
2.65 

2.50 
2.40 



Increase. 



Amount. Per cent 



$0.15 
.15 



.15 
.15 
.15 



6.7 
6.0 

5.5 

5.2 
4.9 
6.0 

11.1 
11.6 



1 On all local freight runs an allowance of 0.3 cent per mile additional to rates shown. 
Note.— Mixed runs paid through freight rates according to class of engines. 

Rates of pay of locomotive firemen. 



Class of service. 



Engines, less than i^-mcji cylinders 

Engines, 18-inch cylinders or over (and less than 
24-inch, 1911) 

Engines, 24-inch cylinders or over 

Freight: », 2 

Engines, 100,000 pounds or less on drivers 

Engines, weighing more than 100,000 pounds 
and less than 120,000 pounds on drivers 

Engines, weighing 120,000 pounds or more on 
drivers 

Engines, 24-inch c ylinders or over 

Work or construction trains 

Switching: 

Yards in group 1 

Other yards 

Deadheading 



Pay. 



Rate per- 



1903 



100 miles or less... $2.25 



.do. 
.do. 



2.50 



.do. 



.do. 



..do 

j do 

10 hours orl 



2.75 



3.05 



1911 



.do. 
.do. 



Dav 



2.50 

2.25 
2.15 
2.75 



$2.40 



2.65 
3.75 



2.90 



3.20 
3.75 
2.65 

2.50 
2.40 
2.90 



Overtime per 
hour. 



1903 



$0. 225 
.25 



275 
.29 
.305 



.2-3 



.225 
.215 



1911 



$0.24 

.265 

.375 

.29 

.305 

.32 
.375 
.265 

.25 
.24 



1 Minimum rate for 100 miles or les -=. 

* On all local freight runs an allowance of 0.3 cent per mile additional to rates shown, 
through freight rates according to class of engine. 



Mixed runs paid 



126 



RAILROAD LABOR ARBITRATIONS. 



HOUSTON EAST & WEST TEXAS RAILWAY CO. AND HOUSTON & SHREVE- 

PORT RAILROAD CO. 

On the Houston East & West Texas Railway and on the Houston 
& Shreveport Railroad rates of pay to passenger train firemen were 
advanced, according to classes of engines, from 6 to 6.7 per cent by 
the award of the arbitration board. On coal-burning locomotives 
rates were increased 11.5 per cent in freight service and 12.2 per cent 
in work-train service. The rates of increase to firemen on oil-burning 
engines in both of these branches of service were one-half of those for 
coal burners. Firemen in first-class yards had their daily compen- 
sation increased 11. 1 per cent and in other yards 11.6 per cent. 

Amount and per cent of increase in rates of pay of locomotive firemen, as a result of the 
award of the board of arbitration, effective May 16, 1910. 



Class of service. 


Rate per day. 


Increase. 


1907 


1910 


Amount. 


Per cent. 


Passenger: 


$2.25 
2.50 

} 2.62 
2.50 

} 2.45 

2.25' 
2.15 


$2.40 
2.65 

f 2.77 

\ 2.92 

2.65 

/ 2.60 
\ 2.75 

2.50 
2.40 


$0.15 
.15 

.15 
.30 
.15 

.15 
.30 

.25 
.25 


6.7 




6.0 


Freight: 

Oil 


5.7 


Coal 


11.5 




6.0 


Work trains: 

Oil 


6.1 


Coal 


12.2 


Yard: 


11.1 


Other 


11.6 







Rates of pay of locomotive firemen. 



Class of service. 

-• 


Rate per day. 


Overtime 


, per hour. 


1907 


1910 


1907 


1910 


Passenger: i 

Engines having cylinders under 18 inches in diameter 

Engines having cylinders 18 inches and over in diameter . . . 
Freight:i 

041 


2 $2. 25 
2 2. 50 

2 2.62 
2 2.62 
2 2.50 

J2.45 
5 2.45 

'2.25 

<2.15 

1.50 


2 $2. 40 
2 2.65 

2 2.77 

2 2.92 
2 2.65 

^ 2. 60 

3 2.75 

= 2.50 
^2.40 
1.50 


$0.25 
.25 

.26 
.26 
.25 

.245 
.245 

.225 

.215 


$0.24 
.265 

.277 


Coal 


.292 




.265 


Work trains: 

Oil 


.26 


Coal 


.275 


Yard: 


.250 


Other 


.240 













1 Minimum rate. 



2 100 miles or less. 



1 10 hours or less. 



HOUSTON & TEXAS CENTRAL RAILROAD CO. 

In the following table the effect of the application of the award of 
the arbitration board on the Houston & Texas Central Railroad may 
be readily seen and no detailed explanation or comment is necessary. 



RAILROAD LABOR ARBITRATIONS. 



127 



Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration effective May 16, 1910. 



Class of service. 



Rate per day. 



1907 



1910 



Increase. 



Amount. Peroent 



Passenger: 

Engines under 18-inch cylinders 

Engines 18-inch cylinders and over. 
Freight: 

Oil-burning engines 

Coal-burning engines 

Mixed trains, Lampasas branch 

Work train: 

Oil-burning engines 

Coal-burning engines 

Yard: 

First-class 

Second-class 

Firemen used as hostlers 

Ennis & Waxahachie short run: 

Under 18-inch cylinder engines 

Over 18-inch cylinder engines 



S2. 25 
2. 50 

,70 { 

• 2.45 

2.45 | 

2.25 
2.15 

90.00 

2.25 



S2.40 
2.65 

2.85 
3.00 
2.75 

2.60 
2.75 



$0.15 
.15 

.15 
.30 
.30 

.15 
.30 

.25 
.25 
7.50 

.15 
.40 



6.7 
6.0 

5.6 
11.1 

12.2 

6.1 
12.2 

11.1 

11.6 

8.3 

6.7 
17.8 



Per month. 



Rates of pay of locomotive firemen. 



Class of service. 



Rate per day. 



1907 



1910 



Overtime, per hour. 



1907 1910 



Passenger: 1 

Engines with cylinders under 18 inches in diameter 

Engines with cylinders 18 inches in diameter 

Freight: 

Oil-burning engines 

Coal-burning engines 

Mixed trains (paid freight rates), Lampasas branch 

Work trains: 

Ou-burning engines 

Coal-burning engines 

Yard: 

First-class yard 

Second-class yard 

Firemen used as hostlers 

Ennis- Waxahachie short run: 

Under 18-inch cylinder engines 

Over 18-inch cylinder engines 



i $2. 25 
2 2.50 

2 2.70 
2 2.70 

2 2.45 

8 2.45 

3 2.45 

8 2.25 
8 2.15 
1 90. 00 

2.25 
2.25 



2 $2. 40 
2 2.65 

2 2.85 
2 3.00 

2 2.75 

«2.60 
•2.75 

8 2.50 

3 2.40 
<97.50 

2.40 
2.65 



.25 
,25 

30 
30 
24 

245 
245 

225 
215 



SO. 24 
.265 

.285 

.30 

.275 

.26 
.275 

.25 
.24 



.24 
.265 



1 Rates given are for short runs where compensation on a mileage basis does not exceed the rates given. 
Where mileage basis exceeds the rates given, mileage basis applies; 100 miles or less constitute a day's work. 
Twenty-two miles per hour basis for computing overtime where time on trip averages less than 22 miles 
per hour. 

2 One hundred miles or less. 
» Ten hours or less. 

* Per month. 

ILLINOIS CENTRAL RAILROAD CO. 



The following series of tables shows in great detail the effect of 
the application of the arbitration board award on the Illinois Central 
Railroad. In addition to the various branches of train service a 
further classification is made according to rates paid in the different 
classes of train service on main and branch fines. The comparison of 
rates before and after the arbitration board award is principally of 
value for the details shown and there are no unusual features which 
require comment or explanation. 



128 



RAILROAD LABOR ARBITRATION'S. 



Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910. 



MAIN LINE. 





Passenger. 


Freight. 


Class of engine. 


Rate per 
mile. 


Increase. 


Rate per 
mile. 


Increase. 




1907 


1912 


Amount. 


Per cent. 


1907 


1912 


Amount. 


Per cent. 


Pacific, 1031 class, 22^-inch cylinders. 


Cents. 
2.50 
2.50 
2.50 


Cents. 
2.85 
2.80 
2.75 
2.70 
2.45 


Cents. 
0.35 
.30 
.25 
.20 
.20 


14.0 
12.0 
10.0 

8.0 
8.9 


Cents. 


Cents. 


Cents. 




Atlantic, 1001 class, 20-inch cylinders. 










10-wheel, 2001 class, 19 J-inch cylinders. 










Other classes of 18 and 19 inch cylinders ' 2. 50 










Other classesless than 18-inchcylinders 2. 25 














3.15 


3.45 

3.31 
3.30 
3.30 
3.25 
3.20 
3.20 
3.05 
2.95 

'2.93 


0.30 

.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 

.30 


9 5 


Consolidation and 12-wheel, 639 and 
640 classes 










3.01 
3.00 
3.00 
2.95 


10 


Consolidation, 641 class 










10 


Consolidation, 651 class 










10 


Mogul, 541 class 










10 2 


10-wheel, 1 class 






- 




2.90 


10.3 


Consolidation, 601 class 










2.90 
2.75 
2.65 

2.63 


10.3 


10-wheel and Mogul, 301 and 401 classes. 

10-wheel and Mogul, 18-inchcylinders. 

All 8-wheel; also, 10-wheel and Mogul, 

under 18-inch cylinders 










10.9 










11.3 










11.4 














Mixed. 


Local freight. 


Class of engine. 


Rate per 
mile. 


Increase. 


Rate per 
mile. 


Increase. 




1907 


1912' 


Amount. 


Per cent. 


1907 


1912 


Amount. 


Per cent. 




Cents. 

2.56 

2.56 
2.56 
2.56 
2.56 
2.56 
2.56 

2.56 
2.48 

2.46 

> 


Cents. 
2.86 

2.86 
2.86 
2.86 
2.86 
2.86 
2.86 

2.86 
2.78 

2.76 


Cents. 
0.30 

.30 
.30 
.30 
.30 
.30 
.30 

.30 
.30 

.30 


11.7 

11.7 
11.7 
11.7 
11.7 
11.7 
11.7 

11.7 
12.1 

12.2 


Cents. 
3.15 

3.01 
3.00 

2.95 
2.90 
2.90 

2.86 

2.78 

2.76 


Cents. 
3.70 

3.56 
3.55 
3.55 
3.50 
3.45 
3.45 

3.16 
3.08 

3.06 


Cents. 
0.55 

.55 
.55 
.55 
.55 
.55 
.55 

.30 
.30 

.30 


17.5 


Consolidation and 12-wheel, 639 and 
640 classes 


18.3 




18.3 




18.3 




18.6 




19.0 




19.0 


10-wheel and Mogul, 301 and 401 


10.5 


10-wheel and Mogul, 18-inch cylinders . 
All 8-Wheel; also, 10-wheel and Mogul, 


10.8 
10.9 


« 






Wor 


<. and help 


sr. 


Work train. 


Class of engine. 


Rate per 
mile. 


Increase. 


Rate per 
mile. 


Increase. 




1907 


1912 


Amount. 


Per cent. 


1907 


1912 


Amount. 


Per cent. 


Consolidation, 801 class 


Cents. 
2.70 

2.70 
2.61 
2.61 
2.55 
2.55 
2.61 

2.36 
2.36 

2.36 


Cents. 
3.00 

3.00 
2.91 
2.91 
2.85 
2.85 
2.91 

2.66 
2.66 

2.66 


Cents. 
0.30 

.30 
.30 

.30 
.30 
.30 
.30 

.30 
.30 

.30 


11.1 

11.1 
11.5 
11.5 
11.8 
11.8 
11.5 

12.7 
12.7 

12.7 


Cents. 
2.90 

2.76 
2.75 
2.75 
2.70 
2.65 
2.65 

2.50 
2.40 

2.38 


Cents. 
3.20 

3.06 
3.05 
3.05 
3.00 
2.95 
2.95 

2.80 
2.70 

2.68 


Cents. 
0.30 

.30 
.30 
.30 
.30 
.30 
.30 

.30 
.30 

.30 


10.3 


Consolidation and 12-wheel, 639 and 


10.9 


Consolidation, 641 class 


10.9 


Consolidation, 651 class 


10.9 


Mogul, 541 class 


11.1 


10-wheel, 1 class 


11.3 




11.3 


10-wheel and Mogul, 301 and 401 


12.0 


10-wheel and Mogul, 18-inch cylinders . 

All 8-wheel; also, 10-wheel and Mogul, 

under 18-inch cylinders 


12.5 
12.6 









RAILROAD LABOR ARBITRATIONS. 



129 



Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910 — Continued. 



BRANCH LINE. 





Passenger. 


Freight. 


Class of engine. 


Rate per 
mile. 


Increase. 


Rate per 
mile. 


Increase. 




1907 


1912 


Amount. 


Per cent. 


1907 


1912 


Amount. 


Per cent. 


Pacific, 1031 class, 22i-inch cylinders. 


Cents. 
9 35 


Cents. 
2 70 


Cents. 
0.35 
.30 
.25 
.20 
.20 


14.9 
12.8 
10.6 
8.5 
8.9 


Cents. 


Cents.] Cents. 




Atlantic, 1001 class, 20-inch cylinders.: 2. 35 2. Go 









10-wheel, 2001 class, 19-Hnch cylinders.; 2.35 2.60 
Other classes of IS and 19 inch cylinders 2.35 2.55 
Otherclasscs less than 18-inch cylinders 2.25 2.45 

























3.00 

2.86 
2.85 
2.85 
2.80 


3.30 


10.0 


Consolidation and 12- wheel, 639 and 










3.16 
3.15 
3.15 
3.10 
3.05 
3.05 


.30 
.30 
.30 
.30 
.30 
.30 


10.5 


Consolidation, 641 class 








10.5 










10.5 










10.7 










2.75 
2.75 


10.9 










10.9 


10-wheel and Mogul, 301 and 401 classes 
10- wheel and Mogul, 18-inch cylinders. 


..... ... 




2.60 
2.53 

2.51 


2. 90 .30 
2.83 .30 

2.81 1 .30 


11.5 








11.9 


All 8-wheel; also, 10-wheel and Mogul, j 








12.0 

















Class of engine. 



Local freight. 



Rate per 
mile. 



1907 1912 



Increase. 



Amount. Per cent 



Work and helper. 



Rate per 
mile. 



Increase. 



1907 1912 Amount.; Percent. 



Consolidation, 801 class 

Consolidation and 12-wheel, 639 and 

640 classes 

Consolidation, 641 class 

Consolidation, 651 class 

Mogul, 541 class 

10-wheel, 1 class 

Consolidation, 601 class 

10-wheel and Mogul, 301 and 401 classes 
10-wheel and Mogul, 18-inch cylinders . 
All 8-wheel; also, 10-wheel and Mogul, 

under 18-inch cylinders 



Cents 
3.00 

2.86 

2.85 
2.85 
2.80 
2.75 
2.75 
2.71 
2.63 

1-2. 61 



Cents 
3.55 

3.41 
3.40 
3.40 
3.35 
3.30 
3.30 
3.01 
2.93 

2.91 



Cents. 
0.55 

.55 
.55 
.55 
.55 
.55 
.55 
.30 
.30 

.30 



18.3 

19.2 
19.3 
19.3 
19.6 
20.0 
20.0 
11.1 
11.4 



Cents. 
2.55 

2.55 
2.46 
2.46 
2.40 
2.40 
2.46 
2.31 
2.31 



11 J 12 -21 
ii -°\2 2.31 



Cents 
2.85 

2. 85 
2. 76 
2.76 
2.70 
2.70 
2.76 
2.61 
2.61 
' 2. 51 
2 2.61 



.Cents. 
0.30 



.30 
.30 
.30 
.30 



11.8 

11.8 
12.2 
12.2 
12.5 
12.5 
12.2 
13.0 
13.0 
U3.6 
2 13.0 





Work train. 


Class of engine. 


Rate per 
mile. 


Increase. 




1907 


1912 


Amount. Per cent. 


Consolidation, 801 class 


Cents. 
2.75 
2.61 
2.60 
2.60 
2 55 


Cents. 
3.05 
2.91 
2.90 
2.90 
2.85 
2.80 
2.80 
2.65 
2.58 
2. 56 


Cents. 1 
0.30 1 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
1 


10 9 


Consolidation and 12-wheel, 639 and 640 classes 


11 5 


Consolidation, 641 class 


11 5 


Consolidation, 651 class 


11 5 


Mogul, 541 class 


11 8 


10-wheel , 1 class 


2. 50 

2.50 
2.35 
2.2S 
2.26 


12 


Consolidation, 601 class 


12 


10-wheel and Mogul, 301 and 401 classes 


12 8 


10-wheel and Moeul, 18-inch cylinders 


13.2 


All 8-wheel; also, 10-wheel and Mogul, under 18-inch cylinders 


13.2 



8-wheel. 
Mixed service, freight rates. 

51393°— S. Doc. 493, 64-1- 



* Mogul or 10-wheel. 



130 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910— Continued. 



BRANCH LINE— Continued. 



Class of service. 



Switching: 

Chicago, East St. Louis, New Orleans, 
Memphis, Louisville, Cairo, Mounds, 
and Council Bluffs. 

All other yards 

Incline: 

Henderson and Majors, McClain and 
Evansville. 

Jull snow plow 

Suburban: 

Average (Chicago runs) 

New Orleans 

Irregular suburban or passenger 



Rate per — 



Day. 



do 

do 

Hour 



Round trip . 
Day 

do 



Pay. 



1907 



$2.25 

2.15 

2.15 

.35 

.79 
2.39 
2.30 



1912 



$2.50 

2.40 

2.45 

.40 



13.00 
2.45 



Increase. 



Amount. Per cent, 



$0.25 

.25 

.30 

.05 

.04 
.61 
.15 



11.1 

11.6 

14.0 

14.3 

5.1 
25.5 
6.5 



1 10 houis or less actual service. Overtime pro rata. 
Rates of pay per mile of locomotive firemen. 

MAIN LINE. 



Class of engine. 


Passenger. 


Freight. 


Mixed. 


Local 
freight. 


Work and 
helper. 


Work 
train. 1 




1907 


1912 


1907 


1912 


1907 


1912 


1907 


1912 


1907 


1912 


1907 


19122 


Pacific, 1031 class, 22J-mch 


Cents. 
2.50 

2.50 

2.50 

2.50 

2.25 


Cents. 
2.85 

2.80 

2.75 

2.70 

2.45 


Cents. 


Cents. 


Cents. 


Cents. 


Cents. 


Cents. 


Cents. 


Cents. 


Cents. 


Cents. 


Atlantic, 1001 class, 20-inch 
cylinders 






















10-wheel, 2001 class, 19J-inch 
cylinders 






















Other classes of 18 and 19 
inch cylinders 






















Other classes less than 18- 
























3.15 

3.01 
3.00 
3.00 
2.95 
2.90 
2.90 

2.75 
2.65 

2.63 


3.45 

3.31 
3.30 
3.30 
3.25 
3.20 
3.20 

3.05 
2.95 

2.93 
3.75 


2.56 

2.56 
2.56 
2.56 
2.56 
2.56 
2.56 

2.56 
2.48 

2.46 


2.86 

2.86 
2.86 
2.86 
2.86 
2.86 
2.86 

2.86 
2.78 

2.76 
3.75 


3.15 

3.01 
3.00 
3.00 
2.95 
2.90 
2.90 

2,86 

2.78 

2.76 


3.70 

•3.56 
3.55 
3.55 
3.50 
3.45 
3.45 

3.16 
3.08 

3.06 
4.00 


2.70 

2.70 
2.61 
2.61 
2.55 
2.55 
2.61 

2.36 
2.36 

2.36 


3.00 

3.00 
2.91 
2.91 
2.85 
2.85 
2.91 

2.66 
2.66 

2.66 
3.75 


2.90 

2.76 
2.75 
2.75 
2.70 
2.65 
2.65 

2.50 
2.40 

2.38 


3.20 


Consolidation and 12- wheel, 
639 and 640 classes 






3.06 








3.05 








3.05 








3.00 


10-wheel, 1 class 






2.95 


Consolidation, 601 class. . . . 






2.95 


10-wheel and Mogul, 301 and 
401 classes 






2.80 


10-wheel and Mogul, 18-inch. 






2.70 


All 8- wheel; also 10-wheel 

and Mogul under 18-inch . 

Mikado, 1601 class. 







2.68 
3.75 













1 Rates applicable when the mileage of a work train or helper engine exceeds 100 miles per trip. 

2 Freight rates, work- train service. 

Note.— Basis of day's work 100 miles or less. Overtime paid for pro rata at the rate of 10 miles per 
hour. 



RAILROAD LABOK ARBITRATIONS. 



131 



Rate of pay per mile of locomotive firemen. 

BRANCH LINE. 



Class of engine. 


Passenger. 


Freight Local Work and 
l-reight. fre i ght . he ip e r. 


Work 
train, i 


1907 


1912 


1907 1912 1907 


1912 ! 1907 


1912 


1907 


19122 


Cents. 

Pacific, 1031 class, 22J-inch cylinders 2. 35 


Cents. 
2.70 
2.05 
2.60 
2.55 
2.45 


Cents. 


Cents. Cents. 



Cents. 


Cents. 


Cents. 


Cents. 


Cents. 


Atlantic, 1001 class, 20-inch cylinders 2. 35 

















10- wheel, 2001 class, 19£-mch cylinders ... 2. 35 






























Other classes less than 18-inch cylinders. 2. 25 
















Consolidation, 801 class 


3.00 
2.86 


3. 30 3. 00 
3. 16 2. 86 


3.55 
3.41 


2.55 
2.55 


2.85 
2.85 


2.75 

2.61 
2.60 
2.60 
2.55 
2.50 
2.50 
2.35 
2.28 

}2.26 


3.05 


Consolidation and 12-wheel, 639 and 640 






2.91 








2.S5 3.15 2.85 ' 3.40 2.46 2. 7(i 


2.90 








2.85 3.15 2.85 3.40 2.40 , 2.76 
2. 80 3. 10 2. 80 3. 35 2. 40 1 2. 70 
2. 75 3. 05 2. 75 3. 30 2.40 1 2. 70 
2. 75 3. 05 2. 75 : 3. 30 1 2. 46 2. 76 
2.60 2.90 2.71 3.01 ' 2.31 1 2.61 
2.53 2.83 2.63 2.93 2.31 1 2.61 


2.90 








2.85 








2.80 








2.80 


•10-wheel and Mogul, 301 and 401 classes.. 






2.65 








2.58 


All 8-wheel, also 10-wheel and Mogul 

under 18-inch. 
Mikado, 1601 class 


} 




2.51 


2 81 i 2 fil i 2 91 / 221 3 2 - 51 
2.81 2.61 | 2.91 : | 42 .31 4 2.61 

3.75 ! 4.00 ! 1 3.75 


2.56 
3.75 



















Class of service. 



Rate per- 



Pay 



1907 



Basis of 
day's work, 
- 1907 and 
1912 1912. 



Overtime, 

1907 and 

1912. 



Switching: 

Chicago, East St. Louis, New Orleans, Memphis, Day $2.25 $2.50 

Louisville, Cairo, Mounds, and Council Bluffs. 

All other yards . . -dq 2. 15 2. 40 

Incline: 

Henderson and Majors, McClain and Evansville do 

Jull snow plow j Hour 

Suburban: 

Chicago to Sixty-seventh Street and return j Trip 

Chicago to South Chicago and return . . .do 

Chicago to Grand Crossing and return do 

Chicago to Kensington and return do 

Chicago to Harvey and return do 

Chicago to Homewood and return do 

Chicago to Flossmoor and return do 

Chicago to Blue Island and return . . .do 

Kensington to Blue Island and return .do 

Chicago to Burnside and* return ...do 

Chicago to West Pullman and return |...do 

"Woodlawn to Flossmoor and return I . . .do 

New Orleans Day 



Irregular suburban or passenger. 



10 hours... Prorata 



.do 




Do. 



2.15 


2.45 


...do 


Do. 


.35 


.40 


...do 


Do. 


.61 


.65 


10 hours or 
less. 


Do. 


.76 


.80 


...do 


Do. 


.61 


.65 


...do 


Do. 


.76 


.80 


...do 


Do. 


.89 


.94 


...do 


Do. 


1.01 


1.07 


...do 


Do. 


1.09 


1.15 


...do 


Do. 


.89 


.94 


---do 


Do. 


.41 


.43 


...do 


Do. 


.75 


.79 


...do 


Do. 


.83 


.88 


...do 


Do. 


.83 


.88 


...do 


Do. 


2.39 


3.00 


10 hours or 
less act- 
ual serv- 
ice. 


Do. 


2.30 


2.45 


100 miles 
or less, 
10 hours 
or less. 


DO. 



i Rates applicable when the mileage of a work train or helper engine exceeds 100 miles per trip. 

2 Freight rates, work-train service. 

8 8-wheel. 

* Mogul or 10-wheel. 

Mixed service, freight rates. 

Note.— Basis of day's work 100 mil^s or less. Overtime paid for pro rata at the rate of 10 miles per hour. 



INTERNATIONAL & GREAT NORTHERN RAILWAY CO. 

Passenger train firemen on the International & Great Northern 
Railway, as can be seen from the table below had their rates of pay 
advanced by the arbitration board from 6 to 6.7 per cent. On coal- 
bnrning locomotives firemen in through freight service received an 
increase in rates of 10.5 to 11.1 per cent according to class of engine; 
in local freight service an advance of 9.2 to 9.8 per cent; in con- 
struction and work train service an advance of 12.5 per cent; and 
in switching service an advance of more than 11 per cent. When 
oil-burning locomotives were in use the increases in rates of pay 
granted were one-half of those allowed on locomotives which used 



132 



RAILROAD LABOR ARBITRATIONS. 



coal as fuel. Hostlers had their monthly rates of pay increased to 
the amount of $7.50, or 8.6 per cent. 

Amount and per cent of increase in rates of pay of locomotive firemen, as a result of the 
award of the board of arbitration, effective May 16, 1910. 



Class of service. 


Rate per day. 


Increase. 


1907 


1910 


Amount. 


Per cent. 


Passenger: 


$2.25 
2.50 

2.70 
2.70 

2.85 
2.85 

3.05 
3.05 

3.05 
3.05 

3.25 
3.25 

2.40 
2.40 

2.25 
2.15 

i 87. 50 


$2.40 
2.65 

2.85 
3.00 

3.00 

3.15 

3.20 
3.35 

3.20 
3.35 

3.40 
3.55 

2.55 
2.70 

2.50 

2.40 

i 95. 00 


$0.15 
.15 

.15 

.30 

.15 
.30 

.15 
.30 

.15 
.30 

.15 
.30 

.15 
.30 

.25 
.25 
7.50 


6.7 




6.0 


Through freight: 

Engines, 18-inch cylinders and under — 

Oil , 


5.6 


Coal 


U.l 


Engines, 19-inch cylinders — 

Oil 


5.3 


Coal . . 


10.5 


Engines, 20-inch cylinders- 
Oil 


4.9 


Coal 


9.8 


Local freight: 

Engines, 19-inch cylinders or under— 

Oil 


4.9 


Coal 


9.8 


Engines, 20-inch cylinders — 

Oil 


4.6 


Coal 


9.2 


Construction or work train: 

Oil 


6.3 


Coal 


12.5 


Switch engine: 


11.1 




11.6 




8.6 







1 Rate per month. 
Rates of pay of locomotive firemen. 



Class of service. 


Rate per day. 


Overtime 


per hour. 


1907 


1910 


1907 


1910 


Passenger: i 


$2.25 
2.50 

2.70 
2.70- 

2.85 
2.85 

3.05 
3.05 

3.05 
3.05 

3.25 
3.25 

2.40 
2.40 

2.25 
2.15 

&2.15 
5 2.15 
6 87. 50 


$2.40 
2.65 

2.85 
3.00 

3.00 
3.15 

3.20 
3.35 

3.20 
3.35 

3.40 
3.55 

2.55 
2.70 

2.50 
2.40 

5 2.55 
5 2.70 
e 95. 00 


$0.30 
.30 

.27 
.27 

.285 
.285 

.305 
.305 

.305 
.305 

.325 
.325 

.25 
.25 

.25 
.25 

.25 
.25 
.25 


$0.40 


Engines, 18-inch cylinders and over 


.40 


Through freight service: 1 

Engines with 18-inch cylinders or under — 

Oil 


.285 


Coal 


.30 


Engines with 19-inch cylinders — 

Oil 


.30 


Coal 


.315 


Engines with 20-inch cylinders- 
Oil 


.32 


Coal 


.335 


Local freight: * 

Engines with 19-inch cylinders or under— 

Oil 


.32 


Coal 


.335 


Engines with 20-inch cylinders- 
Oil 


.34 


Coal 


.355 


Construction or work train: 2 

Oil 


.255 


Coal 


.27 


Switch-engine firemen: 3 


.25 




.25 


Pusher: 

Oil 


.255 


Coal 


.27 




7 .30 







i Basis of day's work, 100 miles or less. 

s Basis of a day's work, 100 miles or less, 10 hours or less. 

« 10 hours or less, 1 day. 

* Hostlers acting as foremen receive $10 additional salary. 

6 Rate on "Austin pusher engine," 1910, "Pusher or helper engine," 1907. 

6 Per month. 

7 After 12 hours. 

Note. — Firemen on light engines are paid as follows: 1907, 1910, section of passenger trains, passenger 
Section of freight trains, freight rates. 



RAILROAD LABOR ARBITRATIONS. 



133 



KANSAS CITY SOUTHERN RAILWAY CO. 



Passenger train firemen on this railway, by the application of the 
awaro of the arbitration board, secured an advance 01 from 6 to 6.7 per 
cent in rates of pay on engines with cylinders less than 20 inches in 
diameter and of 12 per cent on engines with cylinders of a greater 
diameter than 20 inches. On coal-burning locomotives in through 
and local freight service rates of pay to firemen were increased from 
9.2 to 11.5 per cent, according to the classification of engines. The 
advances on oil-burning locomotives in these classes of service were 
one-half of those made for coal burners. The rates in switching 
service were from 11.1 to 11.6 per cent higher after application oi 
the award. To firemen in work train service an increase of 12.5 per 
cent was granted for coal-burning engines and of 10.9 per cent for 
engines which used oil as fuel. The pay of hostlers was advanced 
$10 a month by the arbitration award, which was equivalent to an 
increase of 14.3 per cent for hostlers on the day shift, and 13.3 per 
cent for those on the night shift. 

Amount and -per cent of increase in rates of pay of locomotive firemen as a result of the award 
of the board of arbitration effective May 16, 1910. 





Passenger. 


Through freight. 


Class of engine. 


Rate per 
day. 


Increase. 


Rate per 

day. 


Increase. 




1907 


1911 


Amount. 


Per cent. 


1907 


1911 


Amount. 


Per cent. 


Engines with cylinders IS inches and 
under: 
Coal 


$2.25 


$2.40 


$0.15 
.15 

.15 
.15 

.30 
.30 


6.7 
6.7 

6.0 
6.0 

12.0 
12.0 










Oil 


2. 25 2. 40 

2.50 , 2.65 
2. 50 2. 65 

2.50 2.80 
2. 50 2. 80 









Engines with cylinders 18 to 20 inches: 
Coal 










Oil 










Engines with cylinders over 20 inches: 
Coal 










Oil 










All 8-wheel engines: 

Coal 






$2.60 
2.60 

2.75 
2.75 

2.90 
2.75 

3.05 
2.91 

3.10 
2.91 

3.15 
2.91 


$2. 90 
2.75 

3.05 

2.90 

3.20 
2.90 

3.35 
3.06 

3.40 
3.06 

3.45 
3.06 


$0.30 
.15 

.30 
.15 

.30 
.15 

.30 
.15 

.30 
.15 

.30 
.15 


11.5 


Oil 










5.8 


10-wheel and Mogul engines, 19-inch 
cylinders and under: 
"Coal 










10.9 


Oil 








5.5 


10-wheel engines, 20-inch cylinders 
and over: 
Coal . 









10.3 


Oil 








5.5 


Engines having cylinders 21 by 30 
inches: 
Coal 










9.5 


Oil 










5.2 


Consolidation engines, 22 by 28 inch 
cylinders: 
Coal 










9.7 


Oil 










5.2 


Consolidation engines, 22 by 30 inch 
cylinders: 
Coal 










9.5 


Oil 










5.2 















134 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of locomotive firemen as a result of the award 
of the board of arbitration effective May 16, 1910— Continued. 





Local freight. 


Sv> 


itching. 




Class of engine. 


Rat 

di 

1907 


b per 


Increase. 


Rate per 
day. 


Increase. 




1911 


Amount. 


Per cent. 


1907 


1911 


Amount. 


Per cent. 


All 8-wheel engines: 

Coal 


$2.85 $3.15 


$0.30 
.15 

- .30 
.15 

.30 
.15 

.30 
.15 

.30 
.15 

.30 
.16 


10.5 
5.3 

10.5 
5.3 

10.0 










Oil : 


2.85 

2.85 
2.85 

3.00 
2,85 

3.15 
2.99 

3.20 
2.99 

3.25 
2.99 


3.00 

3.15 
3.00 

3.30 
3.00 

3.45 
3.14 

3.50 
3.14 

3.55 
3.15 










10-wheel and Mogul engines, 19-inch 
cylinders and under: 
Coal 










Oil 










10-wheel engines, 20-inch cylinders 
and over: 
Coal 










Oil 


5.3 

9 .5 

5.0 

9.4 
5.0 

9.2 










Engines having cylinders 21 by 30 
inches: 
Coal 










Oil 










Consolidation engines, 22 by 28 inch 
cylinders: 
Coal 










Oil 










Consolidation engines, 22 by 30 inch 
cylinders: 
Coal 










Oil 










Switch engines: 

Kansas City terminals- 
Coal 


$2.25 
2.25 

2.15 
2.15 


$2.50 
2.50 

2.40 
2.40 


-> 

$0.25 
.25 

.25 
.25 


11.1 


Oil 










11.1 


All other points- 
Coal 








. 


11.6 


Oil 










11.6 

















Breaking-in. 


Branch runs. 


Class of engine. 


Rate per 

day. 


Increase. 


Rate per 
day. 


Increase. 




1907 


1911 


Amount. 


Per cent. 


1907 


1911 


Amount. 


Per cent. 


Breaking-in engines: 

10 hours or over 5 hours, 100 miles 
or over 50 miles- 
Coal 


$2.35 
2.35 


$2.40 
2.40 


$0.05 
.05 


2.1 
2.1 










Oil 










All engines, branch service: 

Coal 


$2.50 


$2. 80 


$0.30 
.15 


12.0 


Oil 










2. 50 2. 65 


6.0 





















Work trains. 


Hostlers. 


Class of engine. 


Rate per 
day. 


Increase. 


Rate per 
month. 


Increase. 




1907 


1911 


Amount. 


Per cent. 


1907 


1911 


Amount. 


Per cent. 


Engines with cylinders 18 inches and 
under: 
Coal 


$2.40 
2.30 

2.40 
2.30 

2.40 
2.30 

2.50 
2.30 


$2.70 
2.55 

2.70 
2.55, 

2.70 
2.55 

2.80 
2.55 


$0.30 
.25 

.30 
.25 

.30 
.25 

.30 
.25 


12.5 
10.9 

12.5 
10.9 

12.5 
10.9 

12.0 
10.9 










Oil 










Engines with cylinders 18 to 20 inches: 
Coal 










Oil 










Engines with cylinders over 20 inches: 
Ccal 










Oil 










Consolidation engines, 22 by 28 inch 
cylinders: 
Coal 










Oil 










All engines: 

Day hostlers — 
Coal 


$70. 00 
70.00 

75.00 
75.00 


$80.00 
80.00 

85.00 
85.00 


$10.00 
10.00 

10.00 
10.00 


14.3 


Oil 










14.3 


Night hostlers- 
Coal 










13,3 


Oil..., 










13.3 















RAILROAD LABOR ARBITRATIONS. 
Rates of pay per day of locomotive firemen. 



135 





Passenger. 


Throughfreight. 


Local freight. 


Switching. 


Class of engine. 


1907 


1911 


1907 


1911 


1907 


1911 


1907 


1911 


Engines with cylinders — 
16 by 24— " 


$2.25 
s2.25 

2.25 
2.25 

2.50 
2.50 

2.50 
2.50 

2.50 
2.50 

2.50 
2.50 

2.50 
2.50 

2.50 
2.50 

2.50 
2.50 

2.50 
2.50 


$2.40 
2.40 

2.40 
2.40 

2.65 
2.65 

2.65 
2.65 

2.65 
2.65 

2.65 
2.65 

2.80 
2.80 

2.8.0 
2.80 

2.80 
2.80 

2.80 
2.80 














Oil 














17 by 24— 














Oil 

18 by 24— 
Coal 
























Oil 














19 by 24— 




, 










Oil 











19 by 26— 

Coal 








• 




Oil 












20 bv 2'i— 
Coal 












Oil 












21 by 30— 

Coal 






1 






Oil 










22 bv 28— 
Coal 










Oil 










22 bv 30— 
Coal 










Oil 















24 by 28— 

Coal 














Oil 












All 8-wheel engines: 

Coal. 


$2.60 
2.60 

2.75 
2.75 

2.90 
2.75 

3.15 
2.91 


$2.90 
2.75 

3.05 

2.90 

3.20 
2.90 

4.00 
4.00 

3.35 
3.06 

3.40 
3.06 

3.45 
3.06 


$2.85 
2.85 

2.85 
2.85 

3.00 
2.85 

3.25 
2.99 

3.15 

2.99 

3.20 
2.99 

3.25 
2.99 


$3.15 
3.00 

3.15 
3.00 

3.30 
3.00 






Oil. 








10-wheel and Mogul engines, 19-inch 
cylinders and under: 
*Coal ! 








Oil.. 








10-wheel engines, 20-inch cylinders 
and over: 
Coal 










Oil 










Compounds: 

Coal 










Oil 










Mallet: 

Coal 




4.00 
4.00 

3.45 
3.14 

3.50 
3.14 

3.55 
3.15 






Oil 












Engines having cylinders 21 by 30: 
Coal 






3.05 
2.91 

3.10 
2.91 

3.15 
2.91 






Oil 










Consolidation engines : 

22 by 28 inch cylinders- 
Coal 










Oil 








22 by 30 inch cylinders- 








Oil 








Kansas City terminals — 

Coal 




$2.25 
2.25 

2.15 
2.15 


$2.50 


Oil 








::::::::i:::::::: 


2.50 


Coal 










2.40 


Oil 










2.40 















136 RAILROAD LABOR ARBITRATIONS. 

Rates of pay per day of locomotive firemen — Continued. 



Class of engine. 


Breaking-in. 


Branch runs. 


Work trains. 


Hostlers. 


1907 


1911 


1907 


1911 


1907 


1911 


1907 


1911 


Engines with cylinders — 
16 by 24— 

Coal 










$2.40 
2.30 

2.40 
2.30 

2.40 
2.30 

2.40 
2.30 

2.40 
2.30 

2.40 
2.30 

2.40 
2.30 

2.50 
2.30 

2.50 
2.30 


$2. 70 
2.55 

2.70 
2.55 

2.70 
2.55 

2.70 
2.55 

2.70 
2.55 

2.70 
2.55 

• 2.70 
2.55 

2.80 
2.55 

2.80 
2.55 






Oil 














17 by 24— 

Coal 














Oil 














18 by 24— 

Coal 














Oil 














19 by 24— 

Coal 














Oil 














19 by 26— 

Coal 














Oil 














20 by 26— 

Coal 














Oil 














21 by 30— 

Coal 














Oil 














Consolidation engines: 

Coal 














Oil 














22 by 30 inch cylinders — 

Coal 












Oil 














10 hours or over 5 hours, 100 miles 
or over 50 miles- 
Coal 


$2.35 
2.35 


$2.40 
2.40 










Oil... 














All engines: 

Coal 


$2.50 
2.50 


$2.80 
2.65 










Oil 














Hostlers- 
Day— 

Coal 










i $70.00 
i 70. 00 

175.00 
175.00 


}i $80.00 


Oil '. 














Night- 
Coal 














} 185.00 


Oil 































Per month. 



MISSOURI, KANSAS & TEXAS RAILWAY CO. AND MISSOURI, KANSAS & 
TEXAS RAILWAY CO. OF TEXAS. 

In the following table a comparison is made of the rates of pay of 
locomotive firemen before and after the award of the arbitration 
board. The comparisons, it will be noted, are mainly on the basis 
of the rate of pay per mile for the different branches of service and 
for the various classes of engines arranged according to the diameter 
of cylinders. In switching service, a comparison for firemen on the 
basis of a daily rate is shown, and for hostlers the comparison is made 
on a monthly compensation basis. The percentages of increase in 
rates are about the usual advances which resulted from the applica- 
tion of the award of the board of arbitration. The detailed com- 
parison follows. 



RAILROAD LABOR ARBITRATIONS. 



137 



Amount and per cent of increase in rates of pay of locomotive firemen, as a result of the 
award of the board of arbitration, effective May 16, 1910. 



Class of service. 



Rate per- 



Pay. 



1909 



1912 



Increase. 



Amount. Per cent 



Passenger: 

Engines, under 18-inch cylinders 

Engines. lS-ineh cylinders and under 20-inch 

Engines, 20-inch cylinders and over 

Through freight: 

On 8-wheel engines 

On 10-wheel and Mogul engines, 19-inch 

cylinders and under. 
On' 10-wheel and Mogul engines, over 19- 
inch cylinders. 
On consolidation engines, 20 by 26 inch 

cylinders. 
On consolidation engines, 21 by 26 and 20 

by 30 inch cylinders. 
On consolidation engines, 22 by 28 inch 
cylinders. 
Way freight and mixed trains: 

On engines 19-inch cylinders and under 

On engines over 19-inch cylinders except 

consolidation engines 22 by 28. 
On consolidation engines, 22 by 28 inch 
cylinders. 

Work trains 

Switching: 

First-class yards 

All other yards 

Hostlers: 

Dav 

Night 

Dennison Hill engine 



Mile . . . 
....do. 
....do. 



.do. 
.do. 

.do. 

.do. 

.do. 

.do. 



.do. 

.do. 



....do. 
Day... 



Month . 
do. 

Dav . . . 



SO. 0225 
. 0250 
. 0250 

. 0265 
.0280 

.0290 

.0295 

.0300 

.0310 



.0290 
.0300 

.0325 

2.40 

2.25 
2.15 

77.50 

82.50 

2.50 



SO. 0240 
. 0265 
. 02S0 

.0295 
.T)310 

.0320 

.0325 

.0330 

.0340 



. 0320 
.0330 

.0355 

2.70 

2.50 
2.40 

85.00 

90.00 

2.80 



SO. 0015 
. 0015 
.0030 

.0030 
.0030 

.0030 

.0030 

.0030 

.0030 



.0030 
.0030 

.0030 

.30 

.25 
.25 

7.50 

7.50 

.30 



6.7 
6.0 
12.0 

11.3 
10.7 

10.3 

10.2 

10.0 

9.7 

10.3 
10.0 

9.2 

12.5 

11.1 
11.6 

9.7 
9.1 
12.0 



Rates of pay of locomotive firemen. 



Class of service. 



Rate 
per— 



Pay. 



1909 



1912 



Overtime. 



1909 



1912 



Passenger: 

Engines, under 18-inch cylinders. 



Mile 
..do. 



.do. 
.do. 



Engines, 15-inch cylinders and over 

Through freight: 

On 8- wheel engines 

On 10-wheel and mogul engines, 19-inch cylin- 
ders and under 

On 10-wheel and mogul engines, over 19-inch 
cylinders do 

On consolidation engines, 20 by 26 inch cylinders. L . .do 

On consolidation engines, 21 by 26 and 20 by 30 | 
inch cylinders i ... do 

On consolidation engines, 22 by 28 inch cylinders. | . . .do 
Way freight and mixed train: 

"On engines 19-inch cylinders and under 

On engines over 19-inch cylinders, except consoli- 
dation engines, 22 by 28 

On consolidation engines, 22 by 28 inch cylinders . 

Work train 

Switching: 

First-class yards 

Second-class yards 

Hostlers: 

Dav 

Nigh t 

Dennison Hill engine j Day 

Deadheading do 



.do. 



...do 

...do 

Day 



Month . 
..do... 



SO. 0225 
.0250 



.0265 
.0280 



,0290 
.0295 



,0300 
,0310 



.0290 



,0300 
,0325 



2.25 
2.15 

77.50 

82.50 

2.50 

2.50 



SO. 0240 
3 . 0265 
4.0280 

.0295 

.0310 

.0320 
.0325 

.0330 
.0340 

.0320 

.0330 
.0355 
2.70 

2.50 
2.40 

85.00 
90.00 

2.80 

2.80 



(i) 
(■) 
(*) 
( 9 ) 



1 100 miles or less constitute a day. Road overtime computed on a basis of 20 miles per hour, and paid 
for pro rata at mileage rates on basis of 10 miles for each hour earned. No road overtime allowed until 6 
hours are consumed. 

2 100 miles or less constitute a day. Road overtime computed on basis of 20 miles per hour, and paid pro 
rata at mileage rates on basis of 10 miles for each hour earned. 

3 18 and 19 inch cylinders. 

* 20-inch cylinders and over. 

5 100 miles or less, 10 hours or less constitute a day. Road overtime allowed on basis of 10 milesper hour. 

6 10 hours or less constitute a day; overtime pro rata; 30 minutes constitute the first hour. 

i Overtime after 12 hours. 

8 Overtime after 10 hours. 

» Not allowed. 



138 



RAILROAD LABOR ARBITRATIONS. 



MISSOURI PACIFIC RAILWAY CO. AND ST. LOUIS, IRON MOUNTAIN & 
SOUTHERN RAILWAY CO. 

On the Missouri Pacific and St. Louis, Iron Mountain & Southern 
Railways the advances in rates of pay granted by the arbitration 
board to firemen were representative of the general application of 
the award. No noteworthy changes after the award are noticeable. 
The comparison of rates of pay before and after the arbitration pro- 
ceedings together with the amount and per cent of increase in rates 
for the different- branches of train service and the various classes of 
locomotives is clearly shown in the table below: 

Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910. 



Class of service. 



Rate per 100 miles. 



1907 1911 



Increase. 



Amount. Percent 



Passenger: 

8-wheel engine, cylinders under 18 inches 

8 and 10 wheel engines, 18 and 19 inch cylinders 

8 and 10 wheel engines, over 19-inch cylinders 

Through freight: 

8-wheel engines 

Mogul and 10-wheel engines, 19-inch cylinders or less 

Consolidation and 10-wheel engines, 20 by 24 inch cylinders. 

Consolidation and 10-wheel engines, 19§ by 28 inch cylinders. 

Consolidation engines, 22 by 30 inch cylinders 

12- wheel engines, 21 by 32 inch cylinders 

Local freight: 

8-wheel engines 

Moguls and 10-wheel engines, 19-inch cylinders or less 

Consolidation and 10-wheel engines, 20 by 24 inch cylinders. 

Consolidation and 10-wheel engines, 19J by 28 inch cylinders. 

Consolidation engines, 22 by 30 inch cylinders 

12-wheel engines, 21 by 32 inch cylinders 

Work and helper 

Switch: 

First-class yards 

Second-class yards 

Hostler: 

Night service 

Day service 



$2.25 
2.50 
2.65 

2.65 
2.80 
2.90 
3.05 
3.25 
3.30 

2.85 
3.00 
3.10 



12.25 
12.15 



2 80. 00 
2 75. 00 



$2.40 
2.65 
2.80 

2.95 
3.10 
3.20 
3.35 
3.55 
3.60 

3.15 
3.30 
3.40 
3.55 
3.75 
3.80 
12.70 

12.50 
12.40 

2 87. 60 
2 82. 60 



$0.15 
.15 
.15 

.30 
.30 
.30 
.30 
.30 
.30 

.30 
.30 
.30 
.30 
.30 
.30 
.30 

.25 
.25 

7.60 
7.60 



6.7 
6.0 
5.7 

11.3 

10.7 

10.3 

9.8 

9.2 



10.5 
10.0 
9.7 
9.2 
8.7 
8.6 
12.5 

11.1 
11.6 

9.5 
10.1 



1 Per day of 10 hours or less; overtime after 10 hours' service. 
« Per month; 12 hours or less constitute a day's work. 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of locomotive firemen. 



139 



Class of service. 



Per 100 miles. 



1907 1911 



Overtime per hour. 



1911 



Passenger: 

8-wheel engines, cylinders under 18 inches 

8 and 10 wheel engines, 18 and 19 inch cylinders 

8 and 10 wheel engines, over 19-inch cylinders 

Through freight: 

8-wheel engines 

Mogul and 10-wheel engines, 19-inch cylinders or less 

Consolidation and 10-wheel engines, 20 by 24 inch cylinders. 

Consolidation and 10-wheel engines 19i by 28 inch cylinders. 

Consolidat ion engines, 22 by 30 inch cylinders 

12-wheel engines, 21 by 32 inch-cylinders 

Local freight: 

8-wheel engines 

Moguls and 10-wheel engines, 19-inch cylinders or less 

Consolidation and 10-wheel engines, 20 by 24 inch cylinders. 

Consolidation and 10-wheel engines. 19£ by 28 inch cylinders. 

Consolidation engines, 22 by 30 inch cylinders 

12-wheel engines, 21 by 32 inch cylinders 

Work and helper 

Switch: 

First-class yards 

Second-class yards 

Hostlers: 

Night sen ice '. 

Day service 



S2.25 
2.50 
2.65 

2.65 
2.80 
2.90 
3.05 
3.25 
3.30 

2.85 
3.00 
3.10 
3.25 
3.45 
3.50 
12.40 

12.25 
12.15 

2 80. 00 
2 75. 00 



82. 40 

2.65 
2.80 

2.95 
3.10 
3.20 
3.35 
3.55 
3.60 



12.70 



12.50 
12.40 



2 87. 60 
2 82. 60 



$0.25 
.25 
.265 

.265 

.28 

.29 

.305 

.325 

.33 

.285 

.30 

.31 

.325 

.345 

.35 

.25 

.25 
.25 



25 
265 

28 

295 

31 

32 

335 

355 

36 

315 

33 

34 

355 

375 

38 

27 

25 
25 

25 
25 



EXCEPTED LINES, 1913. 

The following rates were fixed in 1913 to apply on the lines specified for all engines: Arkansas Midland 
Railroad: Brinkley, Helena & Indian Bay Railroad; Little Rock & Monroe Railway; Farmerville & South- 
ern Railroad: Mississippi River, Hamburg & Western Railway. 



Rate per 
day. 



Overtime 
per hour. 



Passenger 

Through freight 

Local or mixed freight 

Work 

Switch 

i Per day of 10 hours or less; overtime after 10 hours' service. 
* Per month; 12 hours or less constitute a day's work. 




140 



RAILROAD LABOE ARBITRATIONS. 



OREGON-WASHINGTON RAILROAD & NAVIGATION CO. 

A comparison of rates of pay to firemen on the Oregon- Washington 
Railroad & Navigation Co. before and after the award of the arbitra- 
tion board is made according to operating districts, branches of train 
service, and classes of engines. In all classes of service the increase 
in rates of pay as the result of the application of the award of the 
board, except local freight service, were representative. The per- 
centage of increase in rates to firemen on local freight trains was some- 
what above the general showing for other railroads. The detailed 
comparison is as follows: 

Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910. 



Class of engine. 



8- wheel: 

Coal 

Oil 

8- wheel, 16 and 17 by 24: 

Coal 

Oil 

8- wheel, 18 by 26: 

Coal * 

Oil 

Mogul: 

Coal 

Oil 

10- wheel, 18 by 24: 

Coal 

Oil 

10- wheel, 19 by 24: 

Coal 

Oil 

10- wheel, 20 bv 24: 

Coal 

Oil 

10- wheel, 20 by 26: 

Coal : 

Oil 

10- wheel compound: 

Coal « 

Oil 

Pacific, simple and com- 
pound: 

Coal 

Oil 

Consolidation, 20 by 24: 

Coal 

Oil 

Consolidation, 19 by 30: 

Coal 

Oil 

Consolidation, simple and 
compound: 

Coal 

Oil 



Umatilla and Huntington. 



Passenger. 



Rate per 
day. 



$2. 40 
2.50 

12.70 
2.70 
2.70 
2.90 
2.90 
2.90 



$2.55 
2.65 

12.85 
2.85 
2.85 
3.05 
3.05 
3.05 



2.90 3.05 
3. 05i 3. 20 



3.05 



3.05 



3.20 



3.20 



Increase. 



$0.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 

.15 
.15 
.15 

.15 



^Through freight. 



Rate per 
day. 



$2.65 



^2.80 
2.80 
2.80 
3.00 
3.00 
3.00 

3.00 
3.15 
3.15 

3.15 



Increase. 



f$2.95 $0.30 
2. 80 . 15 



/i 3. 10 
\i2.95 

/ 3.10 
\2.95 

/ 3.10 
\2.95 

/ 3.30 
\ 3.15 

/ 3.30 
\ 3.15 

/ 3.30 
1 3.15 



3.30 
3.15 



3.45 
3.30 



3.45 
3.30 



/ 3.45 
\ 3.30 



10.7 
5.4 



10.7 
5.4 



10.7 
5.4 



10.0 
5.0 



10.0 
5.0 



10.0 
5.0 



10.0 
5.0 



9.5 
4.8 



Local freight. 



Rate per 
day. 



Increase. 



\«9 fiJ/$3.20 SO. 55 
P b5 \3.05| .40 



80 {i I 

{ 



2.80 



3.35 
3.20 



W 



3.35 
20 



3.00<( 

{ 



00 



3.00 



j 3.00 
j 3.15 
) 3.15 



ta}*» 



3.55 
3.40 



3.55 
3.40 



3.55 
3.40 



3.55 
3.40 



3.70 
3.55 



3.70 
3.55 



3.70 
3.55 



20.8 
15.1 



19.6 
14.3 



19.6 
14.3 



19.6 
14.3 



18.3 
13.3 



18.3 
13.3 



18.3 
13.3 



18.3 
13.3 



17.5 
12.7 



17.5 
12.7 



17.5 
12.7 



i Average rate for all districts. 



RailROAD labor arbitrations. 



141 



Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910 — Continued. 



Class of engine. 



All other districts. 



Passenger. 



Rate per 
day. 



Increase. 



Through freight. 



Local freight. 



Rate per 
day. 



Increase. R ^P ev 



Increase. 



8- wheel: 

Coal 

Oil 

8-wheel, 16 and 17 by 24: 

Coal 

Oil 

8-wheel, 18 by 26: 

Coal 

Oil 

Mogul: 

Coal 

Oil 

10-wheel,18bv24: 

Coal 

Oil 

10- wheel, 19 by 24: 

Coal 

Oil 

10-wheel,20bv24: 

Coal 

Oil 

10-wheel.20bv26: 

Coal ' 

Oil 

10- wheel compound: 

Coal 

Oil 

Pacific, simple and com- 
pound: 

Coal 

Oil 

Consolidation, 20 by 24: 

Coal 

Oil 

Consolidation, 19 by 30: 

Coal 

Oil 

Consolidation, simple and 
compound: 

Coal 

Oil 



$2.40 $2.55 SO. 15 

I 
2. 50, 2. 65 



2.65 
2.65 



2.80 
2.80 
2. 65 2. 80 
2.80 2.95 



2.80 2.95i .15 



2. SO 2.95 



2. SO 2. 95 
2. 95 3. 10 
2. 95 3. 10 



} 2.95 



3.10 



$2. 65 



11: 



»» »-j}*2.65 



fS3. 20 
I 3.05 



SO. 55 
.40 



20.8 
15.1 



6. 3 

6.0 
5.7 

5.7 
5.7 
5.4 
5.4 
5.4 

5.4 
5.1 

5.1 

5.1 



2.75 
2.75 
2.75 
2.90 
2.90 
2.90 



3.05 
2.90J 

3.051 
2.901 

3.05 
2.90 

3. 20 
3.05 

3.20 
3.05 

3.20 
3.05 



"•{iS 



3.35 



3 - 05 ,{3.20 



3.35 
3.20 



3.05'| 



3.05 



.30 

.15 



10. 9 ' 
5.5 



2.75 



4* 



10. 
5. 

10.9' 
5.5. 

10. 3 ' 

5.2 

10.3 
5.2 

10.3 
5.2 



10.3 
5.2 



4.9 



2.75 
2.90 
} 2.90 
} 2.90 j 

} 2.90J 



}3.05{ 3 - 
05{| 



(3.45 .40| 13.1 
\3.30| .25 8.2 



3.30 
3.15 



3.30 
3.15 



3.30 
3.15 



3.45 
3. 30 



3. 45 
3.30 



3.45 
3.30 



3.45 
3.30 



3.45 



}3.05{ 



3.70 
3.55 



55 



40 



40 



20.0 
14.5 



20.0 
14.5 



20.0 
14.5 



19.0 
13.8 



19.0 
13.8 



19.0 
13.8 



19.0 
13.8 



18.0 
13.1 



18.0 
13.1 



21.3 
16.4 



142 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910— Continued. 





Work train. 


Switching. 


Class of engine. 


Rate per 
day. 


Increase. 


Rate per 
day. 


Increase. 




1907 


1911 


Amount. 


Per cent. 


1907 


1911 Amount. 

I 


Per cent. 


8- wheel: 

Coal 


}$2. 40 
| 2.55 
} 2.525 

} 2.70 
} 2.85 


f$2. 70 
\ 2.55 

/ 2.85 
\ 2.70 

f 2.825 
\ 2.675 

J 3.00 
1 2.85 

/ 3.15 
\ 3.00 


$0.30 


12.5 










Oil 


.15 










Mogul: ! 

Coal 


.30 
.15 

.30 
.15 

.30 
.15 

.30 
.15 


11.8 
5.9 

11.9 
5.9 

11.1 
5.6 

10.5 
5.3 








Oil 








10- wheel, 112 and 130 class: 1 

Coal 




" 




Oil 








10-wheel, 136, 170, 179, and 190 
class: ! 
Coal 








Oil 




:::::::*-::::■:-::: 




Consolidated: 1 

Coal 










Oil 










All engines: 

Average for first and second 
class yards, Starbuck, 
Grange City, and Riparia... 


$2.20 


$2.45 
2.90 


$0.25 
.25 


11.4 


Outside yard limits for other 










2.65 


9.4 

















Snowplow. 


Helper. 


Average rate for specified 
trips. 


Class of engine. 


Rate per day. 


Increase. 


Rate per month. 


Increase. 


Rate per month. 


Increase. 




1 


c> 


+3 

a 

o 

B 

< 


"3 

Ph 


1 


Oi 


"3 

o 

a 


o 


OS 


Oi 


a 

S3 

o 

a 
< 


1 


Rotary snow- 
plow: 
Coal 




r.«3. 45 


$0.30 
.15 

.30 
.15 


9.5 
4.8 

11.3 
5.7 


















Oil 


|$3. 15 \ 


















All classes of en- 
gines: 
Locomot i v e 
snowplow 
service- 
Coal 


J 2.65 


/ 2.95 
\ 2.80 


















Oil 


















Kamela and 
Plea s a n t 
Valley- 


}$85.00 
J 2 2. 90 


($94. 00 
\ 89.50 

/ 2 3. 20 
\2 3.05 


$9.00 
4.50 

.30 
.15 


10.6 
5.3 

10.3 
5.2 










Oil 


















Telocoset— 
Coal 


















Oil. 


















All engines: 

Coal 










J$78. 19 


/$87. 06 
\ 82.73 


$8.87 
4.54 


11.3 


Oil 


















5.8 























Average rate for all districts. 



2 Per day. 



EAILEOAD LABOR ARBITRATIONS. 

Rates of pay per day of locomotive firemen. 1 



143 





Umatilla and Huntington. 


Class of engine. 


Through. 


Local. 


Coal. 


Oil. 


Coal. 


Oil. 




1907 


1911 


1907 


1911 


1907 


1911 


1907 


1911 


FREIGHT SERV1CE. 2 

8- wheel 


$2.65 
2.75 
2.85 

2.80 
2.80 
3.00 
3.00 
3.00 
3.00 

3.15 
3.15 
3.15 


$2. 95 
3.05 
3.15 

3.10 
3.10 
3.30 
3.30 
3.30 
3.30 

3.45 
3.45 
3.45 
3.55 
3.55 
4.00 


$2.65 
2.75 

2.85 

2.80 
2.80 
3.00 
3.00 
3.00 
3.00 

3.15 
3.15 
3.15 


$2.80 
2.90 
3.00 

2.95 
2.95 
3.15 
3.15 
3.15 
3.15 

3.30 
3.30 
3.30 
3.40 
3.40 
4.00 


$2.65 
2.75 
2.85 

2.80 
2.80 
3.00 
3.00 
3.00 
3.00 

3.15 
3,15 
3.15 


S3. 20 
3.30 
3.40 

3.35 
3.35 
3.55 
3.55 
3.55 
3.55 

3.70 
3.70 
3.70 
3.80 
3.80 
4.00 


$2.65 
2.75 

2.85 

2.80 
2.80 
3.00 
3.00 
3.00 
3.00 

3.15 
3.15 
3.15 


S3. 05 


Mogul 3 


3.15 


Do 


3.25 


10-wheel: 


3.20 


19 by 24 inch cylinders 


3.20 




3.40 




3.40 




3.40 


Pacific , simple and compound 

Consolidation: 

20 b v 24 inch cylinders 


3.40 
3.55 




3.55 




3.55 




3.65 






3.65 


Mallet 




4.00 









Class of engine. 



All other districts. 



Through. 



Coal. 



1907 1911 



Oil. 



1907 1911 



Local. 



Coal. 



1907 1911 



Oil. 



1907 1911 



FREIGHT SERVICE. 2 

8-wheel ' $2.65 

Mogul 3 

10-wheel: 

18 by 24 inch cylinders 

19 by 24 inch cylinders 

20 by 24 inch cylinders 

20 by 26 inch cylinders 

Compound 

Pacific, simple and compound 

Consolidation: 

20 by 24 inch cylinders 

19 by 30 inch cylinders 

Simple and compound 

Simple. 

Mikado 

Mallet 



2.75 

2.75 
2.75 
2.90 
2.90 
2.90 
2.90 

3.05 
3.05 
3.05 



S2.95 
3.05 

3.05 
3.05 
3.20 
3.20 
3.20 
3.20 



$2.65 
2.75 

2.75 
2.75 
2.90 
2.90 
2.90 
2.90 



3.35 3.05 

3. 35 3. 05 

3.45 3.05 

3.45 

3.45 

4.00 ....... 



$2.80 
2.90 

2.90 
2.90 
3.05 
3.05 
3.05 
3.05 

3.20 
3.20 
3.30 
3.30 
3.30 
4.00 



$2.65 
2.75 

2.75 
2.75 
2.90 
2.90 
2.90 
2.90 

3.05 
3.05 
3.05 



S3. 20 
3.30 

3.30 
3.30 
3.45 
3.45 
.3.45 
3.45 

3.60 
3.60 
3.70 
3.70 
3.70 
4.00 



$3.05 
3.15 

3.15 
3.15 
3.30 
3.30 
3.30 
3.30 

3.45 
3.45 
3.55 
3.55 
3.55 
4.00 



• Rates given for 1911 are applicable to the "First district.'' 

* Per day of 100 miles or less, 10 hours or less; overtime pro rata. 

» Lower rate applies on single trip between La Grande and Pendleton. 



144 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay per day of locomotive firemen — Continued. 



Class of engine. 



Umatilla and 
Huntington- 



1907 



1911 



All other 
districts. 



1907 



1911 



PASSENGER SERVICE. 

8- wheel: 

16 and 17 by 24 inch cylinders 

18 by 26 inch cylinders 

Mogul 2 

Do 

10- wheel: 

18 by 24 inch cylinders 

19 by 24 inch cylinders 

20 by 24 inch cylinders 

20 by 26 inch cylinders 

Compound 

Pacific, simple and compound 

Consolidation: 

20 by 24 inch cylinders 

19 by 30 inch cylinders 

Simple and compound 

Simple 

Mikado 

Mallet 



$2.40 
2.50 
2.65 
2.75 

2.70 
2.70 
2.90 
2.90 
2.90 
2.90 

3.05 
3.05 
3.05 



$2.55 
2.65 
2.80 
2.90 

2.85 
2.85 
3.05 
3.05 
3.05 
3.05 

3.20 
3.20 
3.20 
3.20 
3.20 
4-00 



$2.40 
2.50 



$2.55 
2.65 



2.65 

2.65 
2.65 
2.80 
2.80 
2.80 
2.80 

2.95 

2.95 
2.95 



2.80 
2.80 
2.95 
2.95 
2.95 
2.95 

3.10 
3.10 
3.10 
3.10 
3.10 
4.00 



Class of engine. 


Coal. 


Oil. 


1907 


1911 


1907 


1911 


"WORK-TRAIN SERVICE. 3 

8- wheel 


$2.40 
2, 50 
2.60 
2.50 
2.55 
2.65 
2.75 
2.80 
2.90 


$2.70 
2.80 
2.90 
2.80 
2.85 
2.95 
3.05 
3.10 
3.20 


$2.40 
2.50 
2.60 
2.50 
2.55 
2.65 
2.75 
2.80 
2.90 


$2.55 


Mogul 4 


2.65 


Do 


2.75 


10- wheel .112 and 130 class * 


2.65 


Do 


2.70 


10-wheel, 136, 170, 179, and 190 class * 


2. SO 


Do 


2 90 




2.95 


Do , 


3.05 







1907 1911 



SWITCHING SERVICED 

First-class yards 

Second-class yards : . . 

Star buck, Grange City, and Riparia switch engines 

Switch engines used outside of yard limits for other than switching service 



$2.25 
2.15 

2.65 
2.65 



$2.50 
2.40 
2.90 
2.90 



Class of service. 


Rate per — 


1907 


1911 


Overtime. 


SNOWPLOW. 

Rotary snowplow: 

Coal 


Day 6 


$3.15 
3.15 

2.65 
2.65 

85.00 
85.00 

2.90 
2.90 


$3.45 
3.30 

2.95 

2.80 

94.00 
89.50 

3.20 
3.05 
4.00 




Oil 


do 6 


Do. 


When detailed for locomotive snowplow service per 
day of 24 hours, all classes of engines: 
Coal 






Oil 




\ 


HELPER. 

Kamela & Pleasant Valley: 

Coal , 


Month ^ 




Oil 


Do. 


Telocoset single-crewed: » 

CoaJ 


Day 9 . . . 


Do. 


Oil 


do 9 


Do. 




100 miles or less 


Do. 







1 Basis of day's work, 1910, 10 hours or less, 100 miles or less; 1907, 100 miles or less. Overtime pro 
rata. 

2 Lower rate applies on single trip between La Grande and Pendleton. 
8 Per day of 100 miles or less, 10 hours or less; overtime pro rata. 

< Higher rate to apply between Huntington and Umatilla, and the lower rate over all other districts. 

6 Per day of 10 hours or less; overtime pro rata, after 10 hours. 
6 10 hours or less constitute a day. 

7 Daily pro rata, 100 miles or less, 10 hours or less, constitute a day. 

• When double-crewed, same rate as Kamela and Pleasant Valley double crews. 
9 10 hours or less, 100 miles or less, constitute a day. 



RAILROAD LABOR ARBITRATIONS. 145 

Rates of pay per day of locomotive firemen — Continued. 



Runs between i — 


Rate per— 


Coal. 


Oil. 


1907 


1911 


1907 


1911 


i 


Month 

do 

do 


$73. 50 
73.50 
87.50 
70.50 
70.50 
75.75 
77.50 
87.50 
87.50 


$82. 50 
81.75 

95. 75 
78.75 
78.75 
86.50 
86.50 

96. 50 
96.50 


$73. 50 
73.50 
87.50 
70.50 
70.50 
75.75 
77.50 
87.50 
87.50 


$78 00 


Heppner Junction and Heppner 


77.65 
91.65 


Pendleton and Pilot Rock. 


do 


74.65 


La Grande and Elgin 


do 

do 


74.65 




82.00 


Col fax and Moscow . . ." 

Sierra Nevada B ranch 


do 

do 


82.00 
92.00 




do 


92.00 









Overtime after 10 hours. 



OREGON SHORT LINE RAILROAD CO. 

On the Oregon Short Line Railroad, as in the case of the Oregon- 
Washington Railroad & Navigation Co., the percentage of increase 
in rates paid to firemen in local freight train service are noteworthy. 
In other classes of services the changes in rates as the result of the 
award of the arbitration board are typical. A detailed comparison 
of rates of pay to firemen before and after the award, together with 
the amount and per cent of increase in rates as the result of the 
arbitration by branches of service and classes of locomotives is shown 
below. 

Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910. 





Freight (except local). 


Local freight. 


Class of engine. 


Rate per 
day. 


Increase. 


Rate per 
day. 


Increase. 




1909 


1911 


Amount. 


Percent. 


1909 


1911 


Amount. 


Per cent. 


8-wheel, simple, cylinders, 18 by 26 
and 18f by 26 


|$2. 65 

2.50 
2.75 
2.75 

2.80 

\ 2.95 

2.85 
2.75 
3.05 

\ 3.15 
3.25 


$2.95 

2.80 
3.05 
3.05 
3.10 

3.25 

3.15 
3.05 
3.35 

3.45 
3.55 


$0.30 

.30 
.30 
.30 
.30 

.30 

.30 
.30 
.30 

.30 
.30 


11.3 

12.0 
10.9 
10.9 
10.7 

10.2 

10.5 
10.9 

9.8 

9.5 
9.2 


$2.65 

2.50 
2.75 
2.75 
2.80 

2.95 

2.85 
2.75 
3.05 

3.15 
3.25 


$3.20 

3.05 
3.30 
3.30 
3.35 

3.50 

3.40 
3.30 
3.60 

3.70 
3.80 


$0.55 

.55 
.55 
.55 
.55 

,55 

.55 
.55 
.55 

.55 
.55 


20.8 


10- wheel, simple, cvlinders, 18 by 24. 

Switch, cylinders, 18by26 and 19 by 

26 


22.0 


Switch, cvlinders, 19 by 26,20 by 26, 
and 21 bv 26 


20.0 


10-wheel, simple, cylinders, 19£ by 
24 and 19\ by 26 


20.0 


10-wheel, simple, cylinders, 19£ by 
24 and 20 by 26 

10-wheel, simple, cvlinders, 20 by 26 
and 20 by 28 


19.6 


Mogul compound cvlinders, 15$ and 
26 by 28 


18.6 


10-wheel simple, cylinders, 20 by 28. 
Atlantic, simple, cylinders, 20 by 28. 
Pacific, simple, cylinders, 22 by 28. . 
12-wheel, simple, "cylinders, 21 by 30. 
Consolidated: 

Simple, cvlinders, 21 by 28 

Compound, cvlinders, 16 and 27 
by 30 


19.3 

20.0 
18.0 

17.5 


Simple, cylinders, 21 by 32 and 
22 by 30 


16.9 







51393°— S. Doc. 493, 64-1- 



-10 



146 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910 — Continued. 



Class of engine. 



Rate per 
day. 



1909 1911 



Increase. 



Amount. Per cent 



Work and helper. 



Rate per 
day. 



1909 1911 



Increase. 



Amount. Per cent 



8- wheel, simple, cylinders, 18 by 26 
and 18-1 by 26 

10- wheel, simple, cylinders, 18 by 24. 

Switch, cylinders, 18 by 26 and 19 by 
26 '.. 



$2.50 



$2.65 



$0.15 



6.0 



Switch, cylinders, 19 by 26, 20 by 26, 

and 21 by 26 

10- wheel, simple, cylinders, 19§by24 

and 19 J by 26 

10- wheel, simple, cylinders, 19|by 24 

and 20 by 26 

10- wheel, simple, cylinders, 20 by 26 

and 20 by 28 

Mogul compound, cylinders, 15J and 

26 by 28 

10-wheel, simple, cylinders, 20 by 28. 
Atlantic, simple, cylinders, 20 by 28. 
Pacific, simple, cylinder s, 22 by 28. 
12- wheel, simple, cylinders, 21 by 30. 
Consolidated: 

Simple, cylinders, 21 by 28 

Compound, cylinders, 16 and 27 

by 30 

Simple, cylinders, 21 by 32 and 
22 by 30 



2.65 
2.70 

2.85 

2.75 

2.65 
2.85 

3.05 



3.05 



2.80 
2.85 

3.00 

2.90 
2.80 
3.00 

3.20 



3.20 



.15 
.15 

.15 

.15 
.15 
.15 

.15 
.15 



5.7 
5.6 

5.3 

5.5 
5.7 
5.3 

4.9 



4.9 



$2.40 

2.50 
2.65 
2.50 
2.55 

2.70 

2.60 
2.50 
2.80 



2.90 



$2.70 

2.80 
2.95 
2.80 
2.85 

3.00 

2.90 
2.80 
3.10 

3.20 
3.20 



$0.30 



30 



30 



12.5 

12.0 
11.3 
12.0 
11.8 

11.1 

11.5 
12.0 
10.7 

10.4 
10.4 



Class of engine. 



Switching. 



Rate per 
day. 



Increase. 



Snow plow. 



Rate per 
day. 



Increase. 



Hostlers. 



Rate per 
day. 



Increase. 



All engines. 

Snow plow: 

Rotary. 

, Wedge. 

Hostlers 



$2.53 



$2.53 



$0.00 



00.0 



$3.25 
2.75 



$3.25 
3.05 



$0.00 
.30 



00.0 
10.9 



$2.90 



$3.15 



$0.25 



8.6 



i Average for all yards. 

Note.— On oil-burning engines in any service but passenger and switching the rate fixed in 1910 is 15 
cents lower per 100 miles than the rate shown above. 



RAILROAD LABOR ARBITRATIONS. 
Rates of pay of locomotive firemen. 1 



147 



Class of engine. 



Freight (except 
local). 



1909 



1911 



Local freight. 



1909 1911 



Passenger. 



1909 1911 



Work or helper. 



1909 1911 



8-wheel, simple, cylinders, 18 by 26, 

18f by 26 

10-wheel, simple, cylinders, IS by 24. 
Switch: 

Cylinders, 18 bv 26, 19 bv 26 

Cylinders, 19 bv 26, 20 by 26, 21 by 

26 

10-whecl, simple: 

Cylinders, 19*. by 24, 19* bv 26 . . . 

Cylinders, 19* by 24, 20 "bv 26. . . . 

Cylinders, 20 by 26, 20 by 28 

Mogul compound, cylinders, 15*, 26 

by2S ." 

10-wheel, simple, cylinders, 20 by 28.. 
Atlantic, simple, cylinders, 20 by 2.8.. 
10-wheel, simple, cylinders, 22 by 28.. 
Pacific, simple, cylinders, 22 by 2S... 
12-wheel, simple, cylinders, 21 by 30.. 
Consolidation: 

Simple, cylinders, 21 by 2S 

Compound, cylinders, 16 and 27 
bv30 . 

Simple, cylinders, 21 by 32, 22 by 

30 

Hostlers 2 



$2.65 
2.65 



2.50 



2.75 
2.80 
2.95 

2.95 
2.85 
2.75 



3.05 
3.15 



3.15 
3.15 



3.25 
2.90 



$2.95 
2.95 

2.80 

3.05 

3.05 
3.10 
3.25 

3.25 
3.15 
3.05 
3.35 
3.35 
3.45 

3.45 

3.45 

3.55 
3.15 



$2.65 
2.65 

2.50 

2.75 

2.75 
2.80 
2.95 

2.95 
2.85 
2.75 

"3." 05 
3.15 

3.15 

3.15 

3.25 



$3.20 
3.20 

3.05 

3.30 

3.30 
3.35 
3.50 

3.50 
3.40 
3.30 
3.60 
3.60 
3.70 

3.70 

3.70 

3.80 



$2.50 
2.50 



$2.65 
2.65 



2.65 
2.70 
2.85 

2.85 
2.75 
2.65 



2.80 
2.85 
3.00 

3.00 
2.90 
2.80 
3.00 



$2.40 
2.40 

2.50 

2.65 

2.50 
2.55 
2.70 

2.70 
2.60 
2.50 



2.85 
3.05 

3.05 

3.05 

3.05 



3.20 
3.20 
3.20 



2.80 
2.90 

2.90 

2.90 

2.90 



$2.70 
2.70 

2*80 

2.95 

2.80 
2.85 
3.00 

3! 10 
3.10 
3.20 

3.20 

3.20 

3.20 



Class of service. 



Switching (overtime at one-tenth rate): 3 

Salt Lake, Pocatello, Glenns Ferry, and Montpelier yards 

Other yards 3 •. " 

Exception: Kemmerer and Cumberland yards on engines above the 551 class s. 
Snow plow: 

Rotary plow<l 

Wedge plow 5 



1909 



$2.50 
2.50 
2.60 

3.25 

2.75 



1911 



$2.50 
2.3b 
2.60 

3.25 
3.05 



1 Rate per 100 miles, except as otherwise noted. 

» Per day of 12 hours. 

3 Basis o~f a day's work, 10 hours or less. 

< Basis of a day's work, 12 hours, overtime after 12 hours, pro rata. 

5 Basis of a day's work 100 miles, oyertime alter 10 hours. 

Note.— On oil-burning engines in any service but passenger and switching the rates fixed in 1910 are 
15 cents lower per 10C* miles than the rates shown above. 

PEORIA & PEKIN UNION RAILWAY CO. 

The Peoria. & Pekin Union Railway employed firemen in yard or 
construction service. As the result of the award of the arbitration 
board they received advances in rates of pay of more than 11 per 
cent. As 10 hours constituted a day's work, the increase in terms 
of cents was 25 cents a day. 

Amount and per cent of increase in rates of pay of locomotive firemen, as a result of the 
award of the board of arbitration, effective May 16, 1910. 



Class of service. 


Rate per hour. 


Increase. 


1907 


1911 


Amount. 


Per cent. 




$0. 225 
.215 
.215 


$0. 25 
.24 
.24 


SO. 025 
.025 
.025 


11.1 




11.6 




11.6 







10 hours constitute a day's work. 



148 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of locomotive firemen. 





Class of service. 


Rate per hour. 




1907 


1911 


Yard firemen in Peoria l 


$0. 225 
.215 
.215 


•SO 25 


Yard firemen in Pekin * 


24 


Firemen on construction ' 


.24 


Firemen on passenger l 


.24 









1 10 hours constitute a day's work. 
QUINCY, OMAHA & KANSAS CITY RAILROAD CO. 

As the result of the application of the award of the arbitration 
board on the Quincy, Omaha & Kansas City Railroad, the daily rates 
of pay to locomotive firemen employed in passenger service, as can 
be readily seen from the following table, were advanced 6.7 per cent; 
in through-freight service, 11.6 per cent; in way-freight service, 10.8 
per cent; and in switching service, 12 per cent. The rates of pay to 
hostlers for a day of 12 hours were increased from $2.30 to $2.55, or 
10.9 per cent. 

Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910. 



Class of service. 



Rate per 100 miles. 



1909 1910 



Increase. 



Amount. Percent 



Passenger . . 

Freight 

Way freight 
Switching. . 
Hostler 



$2.25 
2.58 
2.78 

1 2. 09. 

2 2. SO 



$2.40 

2.88 

3.08 

12.34 

2 2. 55 



$0.15 
.30 
.30 
.25 
.25 



6.7 
11.6 
10.8 
12.0 
10.9 



i Per day of 10 hours. 2 Per day of 12 hours. 

Rates of pay of locomotive firemen. 



Class of service. 



Rate per 100 miles. 



1909 1910 



Passenger — 
Mixed trains . 

Freight 

Way freight. . 
Switching — 
Hostlers 



$2.25 




$2.40 
2.55 
2.88 
3.08 
!2.34 
2 2. 55 



i Per day of 10 hours. 



Per day of 12 hours. 



ST. LOUIS & SAN FRANCISCO RAILROAD CO. 



The following table, which sets forth in detail by branches of serv- 
ice and classes of engines the amount and per cent of increase in rates 
of pay granted to locomotive firemen as the result of the award of the 
arbitration board, requires no comment or explanation, and there are 



RAILROAD LABOR ARBITRATIONS. 



no unusual features to which attention needs to be directed, 
comparison in detail is as follows: 



149 
The 



Amount and per cent of increase in rates of pay of locomotive firemen, as a result of the 
award of the board of arbitration, effective May 16, 1910. 



Class of service. 


Rate per day. 


Increase. 


1907 


1910 


Amount. 


Percent. 


Passenger: 

Under lS-inch cylinders — 

Coal 


} 
} 

} 

> 

} 

} 
} 
} 
} 
} 


S2. 25 
2.50 

• 2.65 

> 2.80 

2.90 

2.95 

3.05 

2 2.90 

2 3.00 

3.10 


$2.40 
2.65 

/ 2.9o 
\ 2.80 

/ 3.10 
\ 2.95 

1 3.20 
\ 3.05 

/ 3. 25 
\ 3.10 

/ 3.35 
\ 3.20 

/ 3.20 
\ 3. 05 

/ 3. 30 
\ 3.15 

/ 3. 40 
\ 3.25 


$0.15 
.15 

.30 
.15 

.30 
.15 

.30 
.15 

.30 
.15 

.30 
.15 

.30 
.15 

.30 
.15 

.30 
.15 




Oil... 


6.7 


18-inch cylinders and over- 
Coal 

Oil .' 

Freight: 

S- wheel, all engines- 
Coal 

Oil 

10-wheel, 18 and 19 inch cylinders- 
Coal 

Oil 

10-wheel (simple) 20-inch and over, except 742 to 799 class- 
Coal 

Oil 


6.0 

11.3 

5.7 

10.7 
5.4 

10.3 
5.2 


10-wheel (simple) 775 to 799 class- 
Coal 


10.2 


Oil .. 


5. 1 


10-wheel (compound) 742 to 774 class- 
Coal 


9.8 


Oil 


4.9 


Consolidation, 20 by 24 inch cylinders- 
Coal 


10.3 


Oil 

Consolidation 20 by 28 inches and 21 bv 28 inch cylinders- 
Coal 

Oil 


5.2 

10.0 
5\0 


Consolidation, 22 by 28 inch cylinders- 
Coal 


9.7 


Oil 


4.8 


Mine run, all engines 3 




Coal 


} 

} 
} 
} 

} 
} 


* 2. 50 

2.40 
2.50 
2.70 

2.25 

2.15 

2.25 
2.40 

2.55 
2.65 


/ 2.80 
\ 2.65 

/ 2.70 
\ 2.55 

/ 2.80 
\ 2. 65 

/ 3.00 
\ 2.85 

2.50 

2.40 

2.50 
2.65 

3.10 
2.95 


.30 
.15 

.30 
.15 

.30 
.15 

.30 
.15 

.25 

.25 

.25 
.25 

.55 
.30 


12.0 


Oil 


6 


Work train: 

All engines except consolidation, 21 or 22 by 28 inch cyl- 
inders- 
Coal 


12.5 


Oil 


6 3 


Coal 


12 


Oil 


6 


Consolidation, 23 by 28 inch cylinders- 
Coal 


11.1 


Oil 


5.6 


First-class vards— 

Coal..." 




Oil 


11.1 


Second-class vards— 

Coal 




Oil 


11.6 


Engine dispatchers used or called from fireman ranks: 


11.1 


Night 


10.4 


Branch runs: 

Scullin (mixed) 


21.6 




11.3 







1 Local freight in 1907, ?3.10. 
'Local freight in 1907, «3.25. 

3 Through freight rates, according to class of engine. Extra or through freight trains paid 33 cents per 
hour 1907, 36 cents per hour 1910, for doing mine work. 
* Rate for all engines, 1907. 

Note.— Local freight rates in 1910 fixed at 25 cents per 100 miles or less over through freight rates quoted 
above. 



150 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of locomotive firemen. 



Class of engine. 



Under 18-inch cylinders. . 
18-inch cylinders and over. 

8-wheel, all engines 

10-wheel: 

18 and 19 inches 

Simple, 20-inch and 
over, except 742 to 
799 class. 
Simple, 775 to 799 

class. 
Compound, 742 to 
774 class. 
Consolidation: 

20 by 24 inches 

20 by 28 and 21 by 28 
inches. 

.22 by 28 inches 

23 by 28 inches 

24 inches and over, 
and 190,000 pounds 
or more on drivers. 

Mallet type 

All engines 

All engines except Mallet . 

Mallet type 

All engines except con- 
solidation 21 or 22 by 28 
inches. 

Consolidation: 

21 or 22 by 28 inches.. 

.'23 by 28 inches 

24 inches and over, 

and 190,000 pounds 
or more on drivers. . 

Mallet type 

All engines 

First-class yards 

' Second-class yards . . . 



Class of service. 



.do. 
Freight 



.do 

.do 



.do 
..do 



....do 

....do 



..do.. 
..do.. 
..do . 



....do 

Mine runs 

Pusher or hill. 

....do 

Work , 



..do. 
..do. 



....do 

....do 

Breaking in 

Switch or yard. 
....do 



Rate per day. | Overtime per hour. 



1907 



1910 



Coal. Oil 



$2. 25 $2. 40 $2. 40 $0. 225 

2.501 2.65 2.65 .25 

2 2.65i 2.95 2.80 .265 



1907 



2 2. 80, 3. 10J 2. 95 
2.90 3.20 3.05 



2.95 
2 3.05 



3.25 
3.35 



2. 90| 3.20 
s 3. 001 3.30 



3.10 
3.20 



3.05 
3.15 



3. 10 3. 40! 3. 25 
3. 60] 3.45 

3.75 3.75 



.29 

.295 
.305 



310 



4.00 
( 4 ) ( 4 ) 

&2.50 2.80| 

! 4.00' 

2.40! 2.70! 



4.00 

( 4 ) 

2.65 

4.00 

2.55 



2.50. 2. SO 2.65 
2.70 ! 3.00^ 2.85 



3.751 3.75 

.....1 4.00; 4.00 1 

2. 35 1 2.65| 2. 65 1 .235 

2.25 2.50| 2.50 .225 

2.15 2.40| 2.40 .215 

I • I I 



1910 



Coal. Oil 



SO. 24 
.265 
.295 

.31 
.32 



.325 
.335 



.32 
.33 

.34 
.36 
.37c 



.28 
.40 
.27 



SO 



$0. 24 
.265 

.28 

.295 
.305 



.310 
.32 



, 305 
,315 

,3-15 
, 375 



40 



.265 
.285 



.375 
.40 

.265 
.25 

.24 



Basis of day's 
work. 



100 miles or : 
Do. 
Do. 

Do. 
Do. 



Do. 
Do. 



Do. 
Do. 

Do. 

Do. 
Do. 



Do. 

Do. 

10 hours or 

Do. 

Do. 



Do. 
Do. 



Do. 
Do. 
Do. 
Do. 
Do. 



Class of service. 



Rate 
per— 



1907 



1910 



SO. 45 

.40 
.25 
.35 

2.50 

2.65 

.35 

2.75 

3.10 
• 2.95 



Handling engines at terminals: 6 

Kansas City 

Springfield- 
Round trip 

Single trip 

Memphis and Birmingham, round trip 

Engine dispatchers used or called from firemen's ranks: "> 



Hour 



.do. 



Day. 



Day.. 
Night do. . 

Sransferring engines at Springfield 8 1 Hour. 
Moving engines to and from shops when held at any point on district terminal 

to receive or deliver an engine 

Branch runs: 

Scullin (mixed) 

Bonnerville (mixed) 



Day. 



$0.40 

.35 
.20 
.30 

2.25 

2.40 

.25 

2.50 

2.55 
2.65 



i Local freight rates in 1910 fixed at 25 cents per 100 miles or less over through freight rates quoted above. 
* Local freight, 1907, 83.10. 
s Local freight, 1907, $3.25. 

< Through freight rates according to class of engine. Extra or through freight trains paid 33 cents per 
hour, 1907; 36 cents per hour, 1910, for doing mine work. 
b Rate for all engines, 1907. 

6 Terminal overtime paid for this service in excess of 1 hour. 
7 12 hours or less constitute a day's work. 
8 Not less than 1 hour paid for any trip. 



RAILROAD LABOR ARBITRATIONS. 



151 



SOUTHERN PACIFIC CO. ATLANTIC SYSTEM. 



The table next submitted shows in an exhaustive way the result 
of the application of the award of the arbitration board on the 
Atlantic system of the Southern Pacific Co. A comparison of 
rates paid to locomotive firemen before and after the award is set 
forth according to the principal branches of train service and accord- 
ing to classifications of locomotives. The comparison, which requires 
no detailed comment or explanation, follows. 

Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910. 





Cylinders under 18 inches. 


Engines with cylinders 18 inches 
and over. 


Class of service. 


Rate per 
day. 


Increase. 


Class A. 


Rate per 
day. 


Increase. 




1907 


1910 


Amount. 


Per cent. 


1907 


1910 


Amount. 


Per cent. 


Passenger: 

Average rate per specified run 

Del Rio-Sanderson district 


$3.40 
2.25 
2.25 

i 67.50 

3.10 

i 67.50 

i 67.50 


$3.62 
2.70 
2.40 

i 72.00 

3.31 

i 72.00 

i 72.00 


$0.22 
.45 
.15 

4.50 

.21 

4.50 

4.50 


6.5 
20.0 
6.7 

6.7 
6.8 
6.7 
6.7 


$3.75 
2.65 
2.50 

175.00 

3.44 

i 75.00 

i 75.00 


$3.97 
2.84 
2.65 

i 79.50 

3.65 

i 79.50 

i 79.50 


$0.22 
.19 
.15 

4.50 

,21 

4.50 

4.50 


5.9 
7.2 
6.0 


Branch passenger: 

Eagle Pass Branch 


6.0 


Wharton-Palacios Branch 

Eunice-New Iberia Branch 

Alexandria Branch 


6.1 
6.0 
6.0 





Engines with cylinders 18 inches and over. 




. Class B. 


Class C. 


Class of service. 


Rate per 
day. 


Increase. 


Rate per 
day. 


Increase. 




1907 


1910 


Amount. 


Per cent. 


1907 


1910 


Amount. 


Per cent. 


Passenger: 

Average rate per specified run 

Del R io-Sanderson district 


$3.93 
2.78 
2.63 

i 78.75 
3.61 

i 77.75 
i 77.75 


$4.16 
2.98 
2.78 

183.25 

3.82 

i 83.25 

i 83.25 


$0.23 
.20 
.15 

4.50 
.21 

5.50 
5.50 


5.8 
7.2 
5.7 

5.7 
5.8 
7.1 
7.1 


$4.12 
2.92 
2.75 

i 82.50 


$4.34 
3.11 
2.90 

i 87.00 


$0.22 
.19 

.15 


5.3 

6.5 

K ft 


Branch passenger: 

Eagle Pass Branch 


4.50 5 5 


Whartoo-Palacios Branch 

Eunice-New Iberia Branch 


3.78! 3.99 
182.50187.00 
i 82.50 i 87. nn 


.21 5.6 
4. 50 5. 5 
4.50- K s 












• 













Oil-burning locomotives. 












Class A. 


Class B. 


Class C. 


Class of service. 


Rate per 
day. 


Increase. 


Rate per 
day. . 


Increase. 


Rate per 
day. 


Increase. 




1907 


1910 


a 
B 

I 


a 

e 
o 


1907 


1910 


a 

a 
o 


■< 


a 

O 

a> 

Ph 


1907 


1910 


a 
a 
o 
S 
< 


a 
§ 

P-. 


Freight service: average 

rate per specified run 

Helper service: 

Fort Hancock helper. . . 


$3.28 

2.70 
2.50 


$3.47 

2.85 
2.75 


$0.19 

.15 
.25 


5.8 

5.6 
10.0 

6.2 
0.1 


$3.45 

2.84 
2.63 

i 75.36 
3.10 


$3.64 

2.99 
2.88 

i 79.77 
3.27 


$0.19 

.15 
.25 

4.41 
.17 


5.5 

5.4 
9.5 


$3.61 

2.97 
2.75 


$3.80 

3.12 
3.01 


$0.19 

.15 
.26 


5.3 

5.1 
9 5 


Mixed and freight: 

Average rate per speci- 
fied branch run 

Do 


i 71.74 
2.95 


1 76. 18 
3.13 


4.44 
.18 


5.9 
5.5 


i 7S.94 
3.25 


133.36 
3.42 


4.42 
.17 


5.6 
5.2 



Rate per month. 



152 



RAILROAD LABOK ARBITRATIONS. 



Amount and per cent of increase in rates of pay of locomotive firtrntn as a result of the 
award of the board of arbitration, effective May 16, 1910 — Continued. 













Coal-burning locomotives. 












Class A. 


Class B. 


Class C. 


Class of service. 


Rate per 
day. 


- Increase. 


Rate per 
day. 


Increase. 


Rate per 
day. 


Increase. 




1907 


1910 


"5 
o 

s 
< 


"5 

o 

Ph 


1907 


1910 


d 

1 

< 


"5 

Ph 


1907 


1910 


. a 



o 

a 
< 


"3 
® 


Freight service; average 

rate per specified run 

Helper service: 

Fort Hancock helper. . . 


$3.28 

2.70 
2.50 

i 71.77 
2.95 


$3.66 

3.00 
2.90 

i 80.59 
3.30 


$0.38 

.30 
.40 

8.82 
.35 


11.6 

11.1 

16.0 

12.3 
11.9 


$3.45 

2.84 
2.63 

i 75.40 
3.10 


$3.83 $0.38 

3. 14 . 30 
3.03 .40 

1 
184.19 8.79 
3.44, .34 


11.0 

10.6 
15.2 

11.7 
11.0 


$3.61 

2.97 
2.75 

178.94 
3.25 


$3.99 

3.27 
3.16 

i 87.77 
3.59 


$0.38 

.30 
.41 

8.83 
.34 


10.5 

10.1 
14.9 


Mixed and freight: 

Average rate per speci- 
fied branch run 

Do 


11.2 
10.5 















Rate per month. 



Rates of pay of locomotive firemen. 



Runs between- 



Cylinders under 

18 inches (per 

day). 



1907 1910 



Engines with cylinders 18 inches and over (per 
day). 



Class A. 



1907 i 1910 



Class B. 



1907 1910 



Class C. 



1907 1910 



PASSENGER. 



El Paso and Valentine 

Valentine and Sanderson 

Sanderson and Del Rio 

Del Rio and San Antonio 

Eagle Pass and San Antonio 

Spoflord and San Antonio 

San Antonio and Houston 

San Antonio and Houston via Vic- 
toria 

San Antonio and Glidden 

San Antonio and Port Lavaca 

Glidden and Houston 

Victoria and Houston 

Cuero and Houston 

Beeville and Houston 

Houston and Galveston 

Houston and Galveston (same date 
double) 

Houston and La Fayette 

Houston and Echo 

Echo and La Fayette 

Beaumont and Jacksonville 

Jacksonville and Dallas 

La Fayette and Algiers-New Orleans 

Trip rates shown above made to ap- 
ply to agreed basis per 100 miles in 
passenger service as follows: 

Del Rio-Sanderson district 

Other main-line districts 



$3.80 
3.65 
3.50 
3.80 
3.80 
3.00 
4.70 

5.45 
2.75 
3.15 
2.25 
2.90 
3.50 
4.10 
2.25 

2.55 
4.90 
2.50 
2.40 
3.85 
2.65 
3.25 



2.25 
2.25 



$4.05 
3.88 
3.70 
4.05 
4.03 
3.19 
5.04 

5.81 
2.93 
3.38 
2.40 
3.07 
3.74 
4.37 
2.40 

2.74 
5.23 
2.65 
2.57 
4.13 
2.83 
3.48 



2.70 
2.40 



$4.00 
3.80 
3.70 
4.25 
4.20 
3.35 
5.25 

6.05 
3.05 
3.50 
2.50 
3.20 
3.90 
4.55 
2.50 

2.85 
5.45 
2.80 
2.65 
4.30 
2.95 
3.80 



2.65 
2.50 



$4.24 
4.03 
3.91 
4.48 
4.45 
3.52 
5.57 

6.41 
3.23 
3.74 
2.65 
3.39 
4.13 
4.82 
2.65 

3.02 
5.78 
2.94 
2.84 
4.56 
3.13 
3.84 



2.84 
2.65 



$4.20 
3.99 
3.89 
4.46 
4.42 
3.52 
5.51 

6.35 
3.20 
3.68 
2.63 
3.36 
4.10 
4.78 
' 2.63 

2.99 
5.72 
2.94 
2.78 
4.52 
3.10 
3.78 



2.78 
2.63 



$4.44 
4.22 
4.09 
4.69 
4.66 
3.69 



6.72 
3.39 
3.91 
2.78 
3.55 
4.33 
5.05 
2.78 

3.16 
6.05 
3.08 
2.97 
4.77 
3.27 
4.02 



2.97i 
2.77J 



$4.40 
4.18 
4.07 
4.68 
4.62 
3.69 
5.78 

6.66 
3.36 
3.85 
2.75 
3.52 
4.29 
5.01 
2.75 

3.14 
6.00 
3.08 
2.92 
4.73 
3.25 



2.92 
2.75 



$4.64 
4.41 
4.28 
4.90 
4.87 
3.86 
6.09 

7.02 
3.54 
4.09 
2.90 
3.71 
4.52 
5.28 
2.90 

3.31 
6.32 
3.22 
3.10 
4.99 
3.42 
4.21 



3.11 

2.90 



RAILROAD LABOR ARBITRATIONS. 
Rates of pay of locomotive firemen — Continued. 



153 



Runs between- 



Oil-burning locomotives (per day). 



Class A. Class B. 



Coal-burning locomotives (per day). 



Class C. Class A 4 Class B. 



19071 1910 19071 1910 19071 1910 19071 1910 19071 1910 



Class C. 



19071 1910 



FREIGHT SERVICE. 2 

El Paso and Valentine 

Valentine and Sanderson... 

Sanderson and Del Rio 

Del Rio and San Antonio. . 

Eagle Pass and San Antonio 

San Antonio and Spofford.. 

San Antonio and Glidden . . 

Glidden and Houston 

Glidden and Galveston 

San Antonio and Victoria. . 

Houston and Victoria 

Houston and Cuero 

Rosenberg and Victoria 

Houston and Galveston — 

Houston and Galveston 
double 

Houston and Echo 

Houston and Beaumont — 

Jacksonville and Dallas 

Jacksonville and Rockland. 

Rockland and Beaumont 3 . 

Echo and La Fayette 

Lake Charles and La Fa- 
yette 3 

La Favette and Algiers 

La Favette and Morgan City 3 

Morgan City and Algiers 3 . . 

HELPER SERVICE. 

Fort Hancock helper 

Liberty helper 



S4.74 
4.73 
4.45 
4.85 
4.85 
3.85 
3.50 
2.75 
3.71 
3.08 
3.49 
4.29 
2.75 
2.75 

3.30 
3.05 
2.75 
3.25 
2.75 
2.75 
2.94 

2.75 
3.99 
2.75 
2.75 



S4.73 $4.97 S4.95 
I 4.73 4.95 4.95 
4.46 I 4.67 
5.08 



2.70 
2.50 



2. 85 2. 84 
2. 75 2. 63 



4.83 
4.83 
3.78 
3.47 
2.73 
3.68 
3.05 
3.47 
4.25 
2.73 
2.73 

3.26 
3.05 
2.73 
3.20 
2.73 
2.73 
2.94 

2.73 
3.94 
2.73 
2.73 



4.03 
3.67 
2.88 
3.89 
3.22 
3.66 
4.49 
2.88 
2.88 

3.46 
3.20 

2.88 
3.10 
2.88 
2.88 



2.88 
4.18 

2.88 
2.88 



2.99 
2.88 



4.68 
5.06 
5.06 
3.96 
3.63 
2.86 
3.85 
3.19 
3.63 
4.46 
2.86 
2.86 

3.41 
3.19 
2.86 
3.36 
2.86 
2.86 
3.08 

2.86 
4.13 
2.86 
2.86 



2.97 
2.75 



$5. 19 
5.18 
4.88 
5.31 
5.31 
4.21 
3.83 
3.01 
4.06 
3.37 
3.82 
4.70 
3.01 
3.01 

3.61 
3.34 
3.01 
3. 55 
3.01 
3.01 
3.22 

3.01 
4.36 
3.01 
3.01 



3.12 
3.01 



S4.50 
4.50 
4.25 
4.60 
4.60 
3.60 
3.30 
2.60 
3.50 
2.90 
3.30 
4.05 
2.60 
2.60 

3.10 
2.90 
2.60 
3.05 
2.60 
2.60 
2.80 



3.60 


3.30 


2.60 ! 


3.50 


2.90 : 


3.30 


4.0.') 


2.60 ! 



84.98 
4.96 
4.66 
5.10 
5.10 
4.05 
3.68 
2.90 
3.92 
3.25 
3.68 
4.52 
2.90 
2.90 

3.48 
3.22 
2.90 
3.42 



S4.73 
4.73 
4.46 
4.83 
4.83 
3.78 
3.47 
2.73 
3.68 
3.05 
3.47 
4.25 
2.73 
2.73 

3.26 
3.05 
2.73 
3.20 



2. 90 2. 73 
2. 90 2. 73 
3- 10 2. 94 



2. 60 2. 90 

3.75 I 4.21 

2. 60 2. 90 

2. 60 2. 90 



2.70 
2.50 



$5. 21 
5.18 
4.87 
5. 33 
5.33 
4.23 
3.85 
3.03 
4.09 
3.39 
3.85 
4.72 
3.03 
3.03 

3.64 
3.36 
3.03 
3.58 
3.03 
3.03 
3.24 



2.73 I 3.03 

3.94 j 4.39 

2.73 3.03 

2. 73 3. 03 



3.00 
2.90 



2.84 
2.63 



3.14 
3.03 



$4.95 
4.95 
4.68 
5.06 
5.06 
3.96 
3.63 
2.86 
3.85 
3.19 
3.63 
4.46 
2.86 
2.86 

3.41 

3.19 

2.86 
3.36 
2.86 
2.86 
3.08 

2.86 
4.13 
2.86 
2.86 



2.97 
2.75 



$5. 43 
5.41 
5.09 
5.56 
5.56 
4.41 
4.02 
3.16 
4.27 
3.54 
4.01 
4.92 
3.16 
3.16 

3.79 
3.51 
3.16 
3.73 
3.16 
3.16 
3.38 

3.16 
4.58 
3.16 



3.27 
3.16 



Branch service. 



Cylinders 
under 18 

inches (per 
month) . 



1907 



1910 



Engines with cylinders 18 inches, and over (per 
month). 



Class A. 



Class B. 



1907 « 1910 1907 * 1910 



Class C. 



1907 * 1910 



PASSENGER SERVICE 

Eagle Pass branch 

Wharton-Palaeios branch 6 .. 

Sabine Pass branch 

Eunice-New Iberia branch . . 
Alexandria branch 



6 ?67. 50 
s 3. 10 
67.50 
67.50 
67.50 



$72. 00 
3.31 
^2.81 
72.00 
72.00 



$75. 00 
3.44 
75.00 
7 5.00 
75.00 



$79.50 S78.75 

3. 65 3. 612 

7 3. 10 77.75 

79. 50 77. 75 

79. 50 77. 75 



$83. 25 

3.82 

7 3. 25 

83.25 

83.25 



$82. 50 
3.784 
82.50 
82.50 
82.50 



S87.00 
3.99 

7 3. 40 
87.00 
87.00 



1 Rates fixed in 1903 are shown where no change was indicated in the revised schedule of 1907. 

2 Firemen on Mallet tvpe engines paid $4 per 100 miles or less in 1910. On simple coal-burning engines 
having cylinders 24 inches or over in diameter and on coal-burning compound engines weighing 215,000 
pounds or more on drivers, firemen in 1910 paid S3. 75 per 100 miles or less. 

3 Local. 

« Overtime 20 cents per hour unless otherwise specified. 
6 Overtime 25 cents per hour. 

• Per round trip of 13 hours and 45 minutes. 

* Per day of 11 hours and 42 minutes. 



154 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of locomotive firemen — Continued. 



Oil-burning locomotives. 



Class A. 



1907 1 1910 



Class B. 



1907 1 1910 



C. 



1907 1 



1910 



MIXED AND FREIGHT SERVICE. 

Eagle Pass branch 2 

Gonzales branch 

La Grange branch 

VICTORIA— PORT LAVACA. 

Cuero- Victoria 4 

Port Lavaca branch 

Beeville and Victoria branch 5 

Wharton-Palacios branch 6 

Hawkinsville branch 

Clinton branch 2 

Harrisburg-Clinton branch * 

Sour Lake branch 7 

Sabine Pass branch 8 

Lacassine branch 9 

Eunice-New Iberia branch 10 

Alexandria branch u 

Salt Mine branch 12 

Cypremor t branch is 

Houma branch " 



s $70. 72 

62.50 

3 70. 00 



3 2.86 
67.50 
3 2.82 
3 3.37 
67.50 
61.50 
3 2.75 
82.50 

3 75. 00 
72. 50 
75.00 

3 82. 50 
67.50 
75.00 
75.00 



$74. 62 
67.00 
74.50 



3.03 
72.00 

2.99 

3.58 
72.00 
65.40 

2.90 
87.00 
79.50 
77.00 
79.50 
87.00 
72.00 
79. 50 
79.50 



3 $74. 26 

65.63 

3 73. 50 



3 3.00 
70.88 
3 2.96 
3 3.54 

70.88 
64.58 
3 2.89 
86.63 

3 78. 75 
76.13 
78.75 

3 86. 63 
70.88 
78.75 
78.75 



$78. 16 
70.13 
78.00 



3.17 

75.38 
3.13 
3.75 

75.38 
68.48 
3.04 
91.13 
83.25 
80.63 
83.25 
91.13 
75.38 
83.25 
83.25 



3 $77. 79 

68.75 

3 77. 00 



3 3.15 

74.25 
33.10 
3 3.71 
74.25 
67.65 
3 3.03 
90.75 

3 82. 50 
79.75 
82.50 

3 90. 75 
74.25 
82.50 
82.50 



$81. 69 
73.25 
81.50 



3.31 

78.75 
3.27 
3.91 

78.75 
71.55 
3.18 
95.25 
87.00 
84.25 
87.00 
95.25 
78.75 
87.00 
87.00 



Coal-burning locomotives. 



Class A. 



1907 1 1910 



Class B. 



1907 1 1910 



Class C. 



1907 1 1910 



MIXED AND FREIGHT SERVICE. 

Eagle Pass branch 2 

Gonzales branch 

La Grange branch 

VICTORIA— PORT LAVACA. 

Cuero- Victoria * 

Port Lavaca branch 

Beeville and Victoria branch 5 

Wharton-Palacios branch 6 

Hawkinsville branch 

Clinton branch 2 

Harrisburg-Clinton branch * 

Sour Lake branch 7 

Sabine Pass branch 8 

Lacassine branch 9 

Eunice-New Iberia branch i° 

Alexandria branch " 

Salt mine branch 12 

Cypremort branch is 

Houma branch « 



3 $70. 72 

62.50 

3 70. 00 



3 2.86 
67.50 
3 2.82 
3 3.37 
67.50 
61.50 
3 2.75 
82.50 
' 75. 00 
72.50 
75.00 
1 82. 50 
67.50 
75.00 
75.00 



$78. 52 
71.50 
79.00 



3.20 
76.50 

3.15 

3.78 
76.50 
69.30 

3.05 
91.50 
84.00 
81.50 
84.00 
91.50 
76.50 
84.00 
84.00 



3 $74. 26 
65.63 
73.50 



3 3.00 
. 70. 88 
3 2.96 
3 3.54 
70.88 
64.58 
3 2.89 
86.63 
3 78. 75 
76.13 
78.75 
3 86. 63 
70.88 
78.75 
78.75 



$82. 06 
74.63 
82.50 



3.34 
79.88 
3.29 
3.95 

79.88 
72.38 
3.19 
95.63 
87.75 
85.13 
87.75 
95.63 
79.88 
87.75 
87.75 



3 $77.79 

68.75 

3 77. 00 



3 3.15 
74.25 
3 3.10 
3 3.71 
74.25 
67.65 
3 3.03 
90.75 

3 82. 50 
79.75 
82.50 

3 90. 75 
74.25 
82. 50 
82.50 



$85.59 
77.75 
86.00 



3.48 
83.25 

3.43 

4.12 
83.25 
75.45 

3.33 
99.75 
91.50 
88.75 
91.50 
99.75 
83.25 
91.50 
91.50 



1 Overtime 20 cents per hour, not less than 30 minutes counted; all over 30 minutes one hour. 

2 Per month of 26 or 27 days. 

3 Overtime 25 cents per hour, not less than 30 minutes counted; all over 30 minutes one hour. 
* Per day of 11 hours and 20 minutes. 

6 Per day of 11 hours. 

e Per round trip of 13 hours and 45 minutes. 

7 Switching at Nome and Sour Lake. 

8 Switching at Sabine. 

9 Switching at Lake Arthur. 

'° Switching at Eunice; two firemen. 

11 Two firemen. 

ia Switching at Salt Mine and New Iberia. 

w Switching at Cypremort, Franklin and Weeks Island. 

w Switching at Houma and Shriever. 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of locomotive firemen — Continued. 



155 



Class of service. 



Switching: 

First-Claris yards... 
Second-class yards . 



Rate per day. 



1907 



$2.25 
2.15 



1910 



$2.50 
2.40 



Overtime (per 

hour). 



1907 



JO. 22 J 
.21J 



1910 



$0.25 
.24 



SOUTHERN PACIFIC CO. MOUNTAIN DISTRICTS. 

On the mountain districts of the Southern Pacific System firemen 
in passenger service, as a result of the arbitration award, received 
an increase in rates of compensation of 15 cents a day. In freight 
and work train service the rates of pay of firemen were advanced 15 
cents a day on oil-burning engines and 30 cents a day on engines 
burning coal; these increases on a percentage basis ranging from 4.8 
to 10.7 per cent in freight and from 5.7 to 12.5 per cent in work 
train service. In the case of runs of over 100 miles in the aggregate, 
in freight service, on trip or trips beginning on the same date and 
scheduled at less than 12^ miles per hour, firemen received increases 
in rates of pay per mile ranging from 4.5 to 4.9 per cent on oil-burning 
engines and from 8.9 to 9.8 per cent on engines burning coal. 

In addition to the increases noted above, firemen in local or way 
freight service on runs over 100 miles in the aggregate, where time 
was computed on the 10 mile per hour basis, under the rates fixed 
in 1910 were given a further increase of 25 cents per 100 miles over 
through freight rates. 



156 



RAILROAD LABOK ARBITRATIONS. 



Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910. 









Passenger. 1 a 


Freight. 1 2 


Class of engine. 


Rate per 
day. 


Increase. 


Rate per 
day. 


Increase. 




1907 1910 

| 


Amount. 


Percent. 


1907 1910 


Amount. 


Per cent. 


Under 18-inch cylinders . 
110,000 to and including 14 
on drivers: 
Oil 




S2.85 1 S3. 00 


$0.15 5.3 

.15 5.0 

.15 4.8 










0,000 pounds 


} 2.98 
} 3.12 


3.13 
3.27 


f$2. 96! 


*3. 11 


$0.15 
.30 

.15 
.30 

.15 

.30 


5.1 


Coal 


{ 2.96, 3.26 

f 3.10 3.25 
[ 3.10 3.40 

f 2. 82 2. 97 
[ 2.82 3.12 

1 


10.1 


Over 140,000 pounds on drivers: 

Oil 


4.8 


Coal 


9.7 


Less than 110,000 pounds on drivers: 

on 


5.3 




} 


























Freights * 


. Work train. 


Between Roseville and 
Truckee. 


Class of engine. 


Rate per 
mile. 


Increase. 


Rate per 
day. 


Increase. 


Rate. 


Increase. 




1907 


1910 « 


o 

< 


© 
o 

© 
Ph 


1907 


1910 


o 

1 

< 


© 


Ph 


1907 


1910 




< 


1 


Ph 


110,000 to and including 
140,000 pounds on 
drivers: 
Oil 


$0.0321 
.0321 

.0335 
.0335 

.0307 
.0307 


$0. 0336 
.0351 

.035 
.0365 

.0322 
.0337 


$0.0015 
.0030 

.0015 
.0030 

.0015 
.0030 


4.7 
9.4 

4.5 
8.9 

4.9 

9.8 


$2.52 
2.52 

2.64 
2.64 

2.40 
2.40 


$2.67 


$0. 11 


6.0 
11.9 

5.7 
11.4 

6.3 
12.5 










Coal 


2.82: -3f 










Over 140,000 pounds on 
drivers: 
Oil 


2.79 
2.94 

2.55 
2.70 


.3C 

.11 

.3C 










Coal 










Less than 110,000 pounds 
on drivers: 
Oil 










Coal 










Locomotives weighing 
over 140,000 pounds on 
drivers: 
Rate per mile (pas- 
senger) 


$0.03< 
3.75 

.04 


$0,039 
3.75 

.04 


$0.00 
.00 

.00 


0.00 


Rate per dav(freight) 


















.0 


Rate per mile 
(freight) 3 


















.0 



























1 Between Bakersfield and Los Angeles; Sacramento and Sparks; Red Bluff and Ashland; Ashland and 
Roseburg; Los Angeles and Indio. 

2 100 miles or less: over 100 miles, pro rata. 

s In freight service of over 100 miles in the aggregate, trip or trips beginning on the same date and sched- 
uled at less than 12J miles per hour. 

^ Firemen in local or way freight service on runs over 100 miles in the aggregate where time is computed 
on the 10 miles per hour basils are paid at the rate of 25 cents per 100 miles in addition to through freight 
rates, as per class of engine and district. 



RAILROAD LABOR ARBITRATIONS. 
Rates of pay of locomotive firemen. 



157 



Class of engine. 


Passenger, per 
day. 1 2 


Freight, per 
day.i 2 


Freight, per 
mile. 2 s 


Work train, per 
day.* 




1907 


1910 


1907 


1910 


1907 


1910* 


1907 


1910 


Under 18-inch cylinders 6 


$2.85 

} 2.98 
} 3.12 

} 


$3.00 

3.13 
3.27 














110,000 to ana including 140,000 
pounds on drivers: 
Oil 


/ $2.96 
\ 2.96 

/ 3.10 
\ 3.10 

/ 2.82 
i 2.82 


$3.11 
3.26 

3.25 
3.40 

2.97 
3.12 
4.00 

3.75 


SO. 0321 
. 0321 

.0335 
. 0335 

. 0307 
.0307 


$0. 0336 
. 0351 

.035 
.0365 

.0322 

. 0337 
.0375 


S2. 52 
2. 52 

2.64 
2.64 

2.40 
2.40 


$2.67 


Coal 


2.82 


Over 140,000 pounds on drivers: 

Oil 


2.79 


Coal 


2.94 


Less than 110JM)0 pounds on drivers: 
Oil 


2.55 




2.70 
4.00 


Mallet type 




4.00 


Simple 24-inch cylinders and over; 
compound , 215,000 pounds and over 
on drivers 




3.75 




2.25 
2.50 


2.25 
2.50 












Acting as messengers in charge of 
dead engines , per day 




























BETWEEN ROSEVILLE AND TRUCKEE. 






Rate per mile. 


Rate per day. 


Rate per mile. 




1907 


1910 


1907 


1910 


1907 3 


1910 » 


Locomotives weighing over 140,000 pounds on c 


rivers . . 


$0. 039 


$0. 039 


S3. 75 


S3. 75 


$0.04 


$0.04 



1 100 miles or less; over 100 miles, pro rata. 

2 Between: Bakersfield and Los Angeles; Sacramento and Sparks; Red Bluff and Ashland; Ashland 
and Roseburg: Los Angeles and Indio. 

3 In freight service of over 100 miles in the aggregate, trip or trips beginning on the same date and sched- 
uled at less than 12i- miles per hour. 

4 10 consecutive hours or less, 100 miles or less. 

& Firemen in local or way freight service on runs over 100 miles in the aggregate where time is computed 
on the 10 mile per hour basis aie paid at the rate of 25 cents per 100 miles in addition to through freight 
rates, as per class of engine and district. 

6 Includes standard gauge consolidation, 8-wheel connected, and Atlantic type less than 110,000 pounds 
on drivers. 



SOUTHERN PACIFIC CO. PACIFIC SYSTEM. 

On the Pacific system of the Southern Pacific Co. a comparison of 
the schedules before and after the firemen's arbitration of 1910 shows 
that in the valley districts passenger firemen were granted an increase 
of 15 cents a day by the arbitration award, while on the lines east of 
Sparks firemen on passenger engines with cylinders under 18 inches 
in diameter were awarded an advance of 26 cents a day, and on en- 
gines with cylinders 18 inches or over, 28 cents a day. In freight, 
helper, and work train service in the valley districts firemen had their 
rates of pay on coal-burning engines increased 30 cents a day; and 
on oil-burning engines, 15 cents a day by the award of the board. 
On the lines east of Sparks the advances awarded were higher. On 
oil-burning locomotives the rate of increase in these branches of serv- 
ice was 27 to 29 cents a day, and on coal-burning engines, 42 to 44 
cents a day. Hostlers had their monthly rates of pay advanced 
from $80 to $85, or 6.3 per cent. 



158 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration effective May 16, 1910. 





Valley districts. 




Passenger. 


Freight and helper. i 


Work train- 


Class of engine. 


Rate per 
day. 


Increase. 


Rate per 
day. 


Increase. 


Rate per 
day. 


Increase. 




1 


o 

OS 


o 

a 
< 


"3 

© 


OS 


o 

OS 


B 

o 

a 
< 


"2 
8 
& 

Ph 


1 


o 


1 

a 


1 


Under 18-inch cylinders 

18-inch cylinders and over. . 
Less than 75,000 pounds on 
drivers: 
Oil 


$2.25 
2.50 


$2.40 
2.65 


$0.15 
.15 


6.7 
6,0 

1 


































$2. 46J 

2.56J 

2.69J 
2.82/ 


$2.61 
2.76 

2.71 
2.86 

2.84 
2.99 

2.97 
3.12 


£0.15 
.30 

- .15 
.30 

.15 
.30 

.15 
.30 


6.1 
12.2 

5.9\ 
11.7/ 

5.6\ 
11.2/ 

5.3\ 
10.6/ 










Coal 








} 










75,000 pounds to and in- 
cluding 110,000 pounds on 
drivers: 
Oil . 








) 


$2.40{ 

2.52J 
2.64J 


$2.55 
2.70 

2.67 
2.82 

2.79 
2.94 


$0.15 
.30 

.15 

.30 

.15 
.30 


6.3 


Coal 








} 


12.5 


110,000 pounds to and in- 
cluding 140,000 pounds 
on drivers: 2 
Oil 








1 


6.0 


Coal 








} 


11.9 


Over 140,000 pounds on 
drivers: 
Oil 








^ 


5.7 


Coal 








} 


11.4 















Lines east. of Sparks. 




Passenger. 


Freight and helper. 1 


Work train. 


Class of engine. 


Rate per 
day. 


Increase. 


Rate per 
day. 


Increase. 


Rate per 
day. 


Increase. 




OS 


o 

OS 


I 

a 
< 


8 

Ph 


S 

3 


o 

OS 


o 

a • 
< 


1 
o 

h 

Ph 


| 


o 

OS 


o 

a 

<3 


Ph 


Under 18-inch cylinders — 
18-ineh cylinders and over . . 
Less than 75,000 pounds on 
drivers: 
Oil 


$2.25 
2.50 


$2.51 
2.78 


$0.26 
.28 


11.6 
11.2 

1 


































$2. 46J 

2.56J 

2.69J 
2.82J 


$2.73 
2.88 

2.84 
2.99 

2.97 
3.12 

3.11 
3.26 


$0.27 
.42 

.28 
.43 

.28 
.43 

.29 

.44 


11.0 
17.1 

10. 9\ 
16.8/ 

10. 4\ 
16.0/ 

10.31 
15.6/ 










Coal 








} 










75,000 pounds to and in- 
cluding 110,000 pounds 
on drivers: 
Oil . 








1 


$2. 40{ 

2.52J 
2.64J 


$2.67 
2.82 

2.80 
2.95 

2.92 
3.07 


$0.27 
.42 

.28 
.43 

.28 
.43 


11.3 










} 


17.5 


110,000 pounds to and in- 
cluding 140,000 pounds 
on drivers: 2 
Oil 








1 


11.1 


Coal 








} 


17.1 


Over 140,000 pounds on 
drivers: 
Oil 








\ 


10.6 


Coal 








} 


16.3 















Class of service. 


Rate per— 


Pay. 


Increase. 


1907 


1910 


Amount. 


Per cent. 




Month 

Day 


$80.00 
2.75 


$85.00 
2.90 


$5.00 
.15 


6.3 


Arbitrary for firemen on Oakland, Berkeley, 


5.S 









i On runs of over 100 miles in the aggregate, where time is computed on the 10-mile-per-hour basis, fire- 
men in local or way freight service are paid at the rate of 25 cents per 100 miles in addition to through freight 
rates as per class of engine and district. 

2 Includes standard gauge consolidated 8-wheel connected and Atlantic type locomotive of less than 
110,000 pounds on drivers. 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay per day of locomotive firemen. 



159 





Valley districts. 


Class of engine. 


Passenger. 1 


Freight and 
helper. 2 


Work train. 




1907 


1910 


1907 3 


1910 * 


1907^ 


1910 6 




$2.25 
2.50 


$2.40 
2.65 




















Less than 75,000 pounds on drivers: 

Oil 


$2.46 
2.46 

2.56 
2.56 

2.82 
2.82 


S2. 61 

2.76 

2.71 
2.86 

2.84 
2.99 

2.97 
3.12 

3.75 
4.00 


S2.40 
2.40 

2.52 

2.52 

2.64 
2.64 


$2.55 


Coal -' 






2.70 


75,000 pounds to and including 110,000 pounds on driv- 
ers: 
Oil 






2.56 


Coal 






2.70 


110,000 pounds to and including 140,000 pounds on driv- 
ers: " 
Oil 






2.67 


Coal . 






2.82 


Over 140,000 pounds on drivers: 

Oil 






2.79 


Coal 






2.94 


Simple locomotives having cylinders 24 inches or over 
in diameter and on compound locomotives weighing 
215 000 or more pounds on drivers 






3.75 






4.66 




4.00 










Lines east of Sparks. 


Class of engine. 


Passenger. 1 


Freight and 
helper. 


Work train. 




1907 


1910 


1907 3 


1910 « 


1907 5 


1910 6 


Under 18-inch cvlinders 


$2.25 
2.50 


$2.51 
2.78 










18-inch cylinders and over 










Less than 75,000 pounds on drivers: 

Oil 


$2.46 
2.46 

2.56 
2.56 

2.69 
2.69 

2.82 
2.82 


$2.73 
2.88 

2.84 
2.99 

2.97 
3.12 

3.11 

3.26 

3.75 
4.00 


$2.40 
2.40 

2.52 
-2.52 

2.64 
2.64 


$2.67 








2.82 


75,000 pounds to and including 110,000 pounds on driv- 
Oil 






2.67 


Coal 






2.82 


110,000 pounds to and including 140,000 pounds on 
drivers: 7 
Oil 






2.80 








2.95 


Over 140,000 pounds on drivers: 






2.92 


Coal 






3.07 


Simple locomotives having cylinders 24 inches or over 
in diameter and on compound locomotives weighing 






3.75 






4.00 




4.00 









Hostlers, per month (12 hours constitute a dav's work): 
1907. 
1910. 



Oakland, Berkeley, Alameda and Oswego locals, firemen's arbitrary rate, per day: 

1907 

1910 



180.00 
85.00 



2.75 
2.90 



1 100 miles or less. 

2 On runs over 100 miles in the aggregate, where time is computed on the 10-mile per hour basis, firemen 
in local or way freight service are paid at the rate of 25 cents per 100 miles in addition to through freight 
rates as per class of engine and district. 

3 In freight, 100 miles or less. In helper, 100 miles allowed for first 10 hours or less; after 10 hours, overtime 
at the rate of 124 miles per hour. 

4 Freight, 8-hour basis; helper, 10-hour basis. 100 miles or less. 

& Overtime, after 10 hours, at 25 cents per hour; fractions less than 30 minutes not counted; all over 30 
minutes, one hour. 

6 Overtime pro rata alter 10 hours. 

» Includes standard gauge consolidated 8-wheel connected and Atlantic type locomotives of less than 
110,000 pounds on drivers. 



160 



RAILROAD LABOR ARBITRATIONS. 



UNION PACIFIC RAILROAD CO. 



The advances in rates of pay to locomotive firemen by the arbi- 
tration board's award, as applied on the Union Pacific, may be 
briefly summarized as follows : 

Increase per day. 



Class of service. 




Per cent. 



Work and helper service (all districts) 
Through freightfservice (all districts).. 
Local freight service (all districts) — 

Passenger service (all districts) 

Switching service (all divisions) 



10.0 to 12. 2 
9. 2 to 11. 5 

16. 9 to 21. 2 

4. 9 to 6.4 

11.1 



Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910. 



Class of engine. 



1, Atlantic 

101, Pacific 

201, consolidated, simple 

600, 8-wheel, simple 

700, 8-wheel, simple 

800, 8-wheel, simple 

888, 8-wheel, simple 

900, 10- wheel, simple 

1000, 10- wheel, simple 

1100, switch 

1151, switch 

1171, switch 

1187, switch 

1211, switch. 

1201, switch 

1301, consolidated, simple 

1400, 10- wheel, simple 

1500, consolidated, simple 

1508, consolidated, compound 

1600, consolidated, simple 

1620, consolidated, compound 

1703, 10- wheel, simple 

1800, 10- wheel, simple 

1820, 10- wheel, compound 

1901, consolidated, compound 



All districts, work and helper. 



Rate per 
day. 



1907 ! 1911 



S3. 00 

3.10 

3.30 

! 2.75 

2.75 

275 

2.90 

1 2.75 

j 2.75 

, 2.75 

• 2.75 

i 2.75 

i 2.75 

I 2.75 

j 2.75 

I 305 

! 2.90 

3.30 

3.30 

i 3.30 

3.30 

I 3.05 

1 2.90 

I 3.00 

! 3.30 



Increase. 



Amount. 



$0.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 



Per cent. 1907 



All through freight districts, 
except between Cheyenne 
and Laramie. 



Rate per 
dav. 



11.1 $2.95 
10.7 I 3.05 



10.0 
12.2 
12.2 
12.2 
11.5 
12.2 
12.2 
12.2 
12.2 
12.2 
12.2 
12.2 
12.2 
10.9 
11.5 
10.0 
10.0 
10.0 
10.0 
10.9 
11.5 
11.1 
10.0 



3.25 
2.70 
2.70 
2.70 
2.85 
2.70 
2.70 
2.70 
2.70 
2.70 
2.70 
2.70 
2.70 
3.00 
2.85 
3.25 
3.25 
3.25 
3.25 
3.00 
2.85 
2.95 
3.25 



1911 



$3.25 
3.35 
3.55 
3.00 
3.00 
3.00 
3.15 
3.00 
3.00 
3.00 
3.00 
3.00 
3.00 
3.00 
3.00 
3.30 
3.15 
3.55 
3.55 
3.55 
3.55 
3.30 
3.15 
3.25 
3.55 



Increase. 



Amount. 



$0.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 



Per cent. 



10.2 
9.8 
9.2 
11.1 
11.1 
11.1 
10.5 
11.1 
11.1 
11.1 
11.1 
11.1 
11.1 
11.1 
11.1 
10.0 
10.5 
9.2 
9.2 
9.2 
9.2 
10.0 
10.5 
10.2 
9.2 



RAILROAD LABOR ARBITRATIONS. 



161 



Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration, effective May 16, 1910 — Continued. 



Class of engine. 



1, Atlantic 

101, Pacific - 

101, consolidated, simple 

200, 8-wheel, simple 

600, 8-wheel, simple 

700, 8-wheel, simple 

888, 8-wheel , simple 

800, 10- wheel , simple 

9000, 10- wheel, simple 

1100, switch 

1151, switch 

1171, switch 

1187, switch 

1211, switch 

1201, switch 

1301, consolidated, simple 

1400, 10- wheel, simple 

1500, consolidated , simple 

1508, consolidated, compound 

1600, consolidated, simple 

1620, consolidated, compound 

1703, 10-wheel, simple 

1800, 10-wheel, simple 

1820, 10-wheel, compound 

1901, consolidated, compound 



All districts, except between Cheyenne and Laramie. 



Local freight. 



Rate per 
day. 



1907 1911 



$3.50 
3.60 
3.80 
3.25 
3.25 
3.25 
3.40 
3.25 
3.25 
3.25 
3.25 
3.25 
3.25 
3.25 
3.25 
3.55 
3.40 
3.80 
3.80 
3.80 
3.80 
3.55 
3.40 
3.50 
3.80 



Increase. 



Amount. Per cent 



SO. 55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 



Passenger. 



Rate per 
day. 



1907 1911 



18.6 


$2.75 


18.0 


2.85 


16.9 


2.90 


20.4 


2.50 


20.4 


2.50 


20.4 


2.50 


19.3 


2.65 


20.4 


2.50 


20.4 


2.50 


20.4 


2.35 


20.4 


2.50 


20.4 


2.50 


20.4 


2.50 


20.4 


2.50 


20.4 


2.50 


18.3 


2.85 


19.3 


2.65 


16.9 


2.90 


16.9 


2.90 


16.9 


2.90 


16.9 


2.90 


18.3 


2.85 


19.3 


2.65 


18.6 


2.75 


16.9 


2.90 



$2.90 
3.00 
3.05 
2.65 
2.65 
2.65 
2.80 
2.65 
2 65 
2.50 
2.65 
2.65 
2.65 
2.65 
2.65 
3.00 
2.80 
3.05 
3.05 
3.05 
3.05 
3.00 
2.80 
2.90 
3.05 



Increase. 



Amount. Per cent 



$0. 15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 



5.5 
5.3 
5.2 
6.0 
6.0 
6.0 
5.7 
6.0 
6.0 
6.4 
6.0 
6.0 
6.0 
6.0 
6.0 
5.3 
5.7 
5.2 
5.2 
5.2 
5.2 
5.3 
5.7 
5.5 
5.2 



Class of engine. 



District between Denver and Laramie. 



Through freight. 



Rate per 
day. 



1907 



1911 



Increase. 



Local freight. 



Rate per 
day. 



1907 1911 



Increase. 



Passenger. 



*»&** Increase. 



1907 1911 



1, Atlantic 

101, Pacific 

201, consolidated, simple. . . 

600, 8-wheel, simple 

700, 8-wheel, simple 

800, 8-wheel, simple 

888, 8-wheel, simple 

900, 10-wheel, simple 

1000, 10-wheel, simple 

1100, switch 

1151, switch 

1171, switch 

1187,switch 

1211, switch 

1201, switch 

1301, consolidated, simple . . 

1400, 10-wheel, simple 

1500, consolidated, simple. . 

1508. consolidated, com- 
pound 

1600, consolidated, simple. . 

1620, consolidated, com- 
pound 

1703, 10-wheel, simple 

1800, 10-wheel, simple 

1820, 10-wheel, compound. . 

1901, consolidated, com- 
pound 



75 $3.05 

85 ; 3. 15 

15 3.45 

60 2.90 

60 2.90 

60 2. 90 

75 3.05 

60 2.90 

60 ! 2.90 

60 I 2. 90 

60 2.90 

60 I 2.90 



2.90 
2.90 
2.90 
3.25 
3.05 
3.45 

3.45 
3.45 

3.45 
3.25 
3.05 
3.15 



3.15 3.45 



$0.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 
.30 

.30 
.30 

.30 
.30 
.30 
.30 



10.9 
10.5 
9.5 
11.5 
11.5 
11.5 
10.9 
11.5 
11.5 
11.5 
11.5 
11.5 
11.5 
11.5 
11.5 
10.2 
10.9 



9.5 
9.5 

9.5 
10.2 
10.9 
10.5 

9.5 



$2.75 
2.85 
3.15 
2.60 
2.60 
2.60 
2.75 
2.60 
2.60 
2.60 
2.60 
2.60 
2.60 
2.60 
2.60 
2.95 
2.75 
3.15 

3.15 

3.15 

3.15 
2.95 
2.75 
2.85 



$3.30 
3.40 
3.70 
3.15 
3.15 
3.15 
3.30 



3.15 
3.15 
3.15 
3.50 
3.30 
3.70 

3.70 
3.70 

3.70 
3. .50 
3.30 
3.40 



$0.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 
.55 

.55 
.55 

.55 
.55 
.55 

.55 



3. 15 3. 70 



20.0 
19.3 
17.5 
21.2 
21.2 
21.2 
20.0 
21.2 
21.2 
21.2 
21.2 
21.2 
21.2 
21.2 
21.2 
18.6 
20.0 
17.5 

17.5 
17.5 

17.5 

18.6 
20.0 
19.3 

17.5 



$2. 65 
2.7.5 
3.05 
2.50 
2.50 
2.50 
2.65 
2.50 
2. .50 
2.35 
2.50 
2.50 
2.50 
250 
2.50 
2.85 
2.65 
3.05 

3.05 
3.05 

3.05 
2.85 
2.65 
2.75 

3.05 



$2.80 
2.90 
3.20 
2.65 
2.65 
2.65 
2.80 
2.65 
2.65 
2.50 
2.65 
2.65 
2.65 
2.65 
2.65 
3.00 
2.80 
3.20 

3.20 
3.20 

3.20 
3.00 
2.80 
2.90 

3.20 



).15 

.15 
.15 
.15 
. 15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 
.15 

.1.5 
.1.5 

.15 
.15 
.15 

.1.5 



5.7 
5.5 
4.9 
6.0 
6.0 
6.0 
5.7 
6.0 
6.0 
6.4 
6.0 
6.0 
6.0 
6.0 
6.0 
5.3 
5.7 
4.9 

4.9 
4.9 

4.9 
5.3 
5.7 
5.5 

4.9 



51393°— S. Doc. 493, 64-1- 



-11 



162 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of locomotive firemen as a remit of the 
award of the board of arbitration, effective May 16, 1910 — Continued. 



1 Per day. 
Rates of pay of locomotive firemen. 1 



Class of service. 


Rate per month. 


Increase. 


1907 


1911 


Amount. 


Per cent. 


Switching;, all divisions 


i $2. 25 

87.00 
87.00 
87.00 
87.00 


i $2. 50 

97.46 
102. 05 
94.80 
94.80 


$0.25 

10.46 
15.05 
7.80 
7.80 


11 1 


Local or way freight: 

Trains 57 and 58 between Council Bluffs and Columbus 

Trains 63 and 64 between Grand Island and North Platte. . 
Trains 159 and 158, Kansas Citv and Junction City 


12.0 
17.3 
9 O* 


Trains 159 and 158, Junction City and Salina 


9 









Work 


All districts except between 


District between Denver and 




and 

helper, 
al 1 dis- 


Cheyenne and Laramie. 


Laramie. 


Class of engine. 


Through Local 


Passen- 


Through 


Local 


Passen- 


tricts. 


freight. 


freight.* 


ger. 


freight. 


freight. 2 


ger. 




1907 


1911 


1907 


1911 


1907 


1911 


1907 


1911 


1907 


1911 


1907 


1911 


1907 


1911 


1, Atlantic 


$2. 70 


$3. 00 


$2. 95 


$3.25 


$2. 95 


$3.50 


$2.75 


$2. 90 


$2.75 


$3.05 


$2.75 


$3.30 


$2. 65 


$2.80 


101, PacHc 


2. 80 


3. 10 


3. 05 


3.35 


3.05 


3.601 2.85 


3. 00 


2.85 


3. 15 


2. 85 


3.40! 2.75 


2.9a 


201, Consolidated, simple 


3.00 


3.30 


3. 25 


3. 55 


3 25 


3.80 


2.90 


3. 05 


3.15 


3. 45 


3. 15 


3.70 3.05 


3.20 


600, 8- wheel , simple 


2.45 


2.75 


2.70 


3.00 


2.70 


3. 25 


2.50 


2.65 


2.60 


2.90 


2.60 


3.15 2.50 


2.65- 


700, 8-wheel, simple 


2.45 


2.75 


2.70 


3.00 


2.70 


3.25 


2.50 


2.65 


2.60 


2.90 


2.60 


3. 15! 2. 50 


2.65 


800, 8- wheel, simple 


2.45 


2.75 


2.70 


3.0C 


2.70 


3. 25 


2.50 


2.65 


2.60 


2.90 


2.60 


3.15 2.50 


2.65- 


888, 8-wheel, simple 


2.60 


2.90 


2.85 


3.15 


2. 85 


3.40 


2.65 


2.80 


2.75 


3. 05 


2.75 


3.30 2.65 


2.80' 


900, 10-wheel, simole 


2.45 


2.75 


2.70 


3.00 


2.70 


3.25 


2.50 


2.65 


2.60 


2.90 


2.60 


3.15 2.50 


2.65 


1000, 10-wheel, simple 


2.45 


2.75 


2.70 


3.00 


2.70 


3.25 


2.50 


2.65 


2.60 


2.90 


2.60 


3.15 2.50 


2. 65 


1100, switching 


2 45 


2 75 


2 70 


3 00 


2 70 3 25 


2 35 


2 50 


2 60 


2 90 


2 60 


3 15i 2 35 


2 50 


1151, switching 


2.45 


2.75 


2.70 


3.00 


2^70 3.25 


2.50 


2.65 


2.60 


2.90 


2.60 


3! 15! 2.50 


2.65 


1171, switching 


2.45 


2.75 


2.70 


3.00 


2. 701 3. 25 


2. .50 


2.65 


2.60 


2.90 


2.60 


3.15 


2.50 


2.65 


1187, switching 


2.45 


2.75 


2.70 


3.00 


2. 70| 3. 25 


2.50 


2.65 


2.60 


2.90 


2.60 


3.15 


2.50 


2.65 


1211, switching „ 


2.45 


2.75 


2.70 


3.00 


2.701 3.25 
2. 70 3. 25 


2.50 


2.65 


2.60 


2.90 


2.60 


3. 15 


2.50 


2.65 


1201, switching 


2.45 


2.75 


2.70 


3.00 


2. .50 


2.65 


2.60 


2.90 


2.60 


3.15 


2.50 


2.65 


1301, consolidated, simple . . . 


2.75 


3. 05 


3.00 


3.30 


3.00 3.55 


2.85 


3.00 


2.95 


3. 25 


2.95 


3.50 


2.85 


3.00 


1400, 10-wheel, simple 


2.60 


2.90 


2.85 


3. 15 


2.85 


3.40 


2.65 


2.80 


2.75 


3.05 


2.75 


3. 30 


2. 65 


2.80 


1500, consolidated, simple . . . 


3.00 


3. 30 


3.25 


3. 55 


3. 25 


3.80 


2.90 


3.05 


3.15 


3. 45 


3. 15 


3.70 


3. 05 


3.20 


1508, consolidated, com- 






























pound 


3.00 


3. 30 


3. 25. 


3. 55 


3. 25 


3.80 


2.90 


3. 05 


3. 15 


3.45 


3.15 


3.70 


3.05 


3.20 


1600, consolidated, simple... 


3.00 


3.30 


3. 25 


3. 55 


3. 25 


3.80 


2.90 


3. 05 


3.15 


3.45 


3. 15 


3.70 


3. 05 


3.20 


1620, consolidated, com- 






























pound 


3.00 


3. 30 


3.25 


3. 55 


3. 25 


3.80 


2.90 


3.05 


3.15 


3.45 3.15 


3.70 


3. 05 


.3.20 


1703, 10-wheel, simple...... 


2.75 


3. 05 


3.00 


3. 30 


3.00 


3. 55 


2.85 


3.00 


2.95 


3.25! 2.95 


3. 50 


2.85 


3. 0O 


1800, 10-wheel, simple 


2.60 


2.90 


2.85 


3.15 


2.85 


3.40 


2.65 


2.80 


2.75 


3.05! 2.75 


3.30 


2.65 


2.80 


1820, 10-wheel, compound... 


2.70 


3.00 


2.95 


3. 25 


2.95 


3. 50 


2.75 


2.90 


2.85 


3.15, 2.85 


3.40 


2.75 


2.90 


1901, consolidated, com- 




























pound 


3.00 


3.30 


3.25 


3.55 


3.25 


3.80 


2.90 


3.05 


3.15 


3. 45 3. 15 


3.70 


3.05 


3.20 





Switching service. 


Rate. 


Overtime. 




1907 


1911 


1907 


1911 




$2.25 


$2.50 


( 3 ) 


(3) 







Class of service. ■ 


Rate per month. 


Overtime. 


1907 


1911 


1907 


1911 


Local or way freight: 

Trains 57 and 58 between Council Bluffs and <T)lumbus 

Trains 63 and 64 between Grand Island and North Platte... 


$87.00 
87.00 
87.00 
87.00 


* $97. 46 

* 102. 05 
4 94. 80 
7 94. 80 


(5) 

( 5 ) 
( 5 ) 

(5) . 


( 6 ) 
( 6 ) 
( 6 ) 




( 6 ) 







1 Rates per 100 miles (except switching service). 

2 These rates are exclusive of specified runs shown below. 

8 Overtime at one-tenth rate. Ten hours' work constitute a day for which 100 miles is allowed firemen. 

« Three firemen assigned. 

* Overtime after 10 hours per day. 

6 Overtime after 10 hours per day pro rata. 

7 One fireman assigned. 



SOUTHERN RAILWAY AND ORDER OF RAILROAD TELEG- 
RAPHERS: 1910. 

In the arbitration proceedings reviewed in this section the con- 
troversy involved stipulations presented to the Southern Railway by 
the Order of Railroad Telegraphers respecting conditions of employ- 
ment of members of this order in the service of the railroad. The 
movement embraced approximately 1,650 employees, including opera- 
tors whose duties also involved service as station agents and clerks, 
as well as those exclusively engaged in telegraph service. The agree- 
ment to arbitrate was signed April 15, 1910, the railroad company 
selecting as arbitrator J. S. B. Thompson, assistant to the president of 
the Southern Railway, and the employees selecting John J. Dermody,, 
of Cincinnati, vice president of the Order of Railroad Telegraphers. 
These arbitrators being unable to agree upon a third, the chairman 
of the Interstate Commerce Commission and the United States Com- 
missioner of Labor, acting under the provision of the Erdman Act, 
appointed as the third member of the board William Vance, of 
the District of Columbia, dean of the George Washington Univer- 
sity Law School. 

DEMANDS OF EMPLOYEES. 

The agreement to arbitrate in the present instance followed media- 
tion proceedings in which Federal officials acting in the capacity of 
mediators under the terms of the Erdman Act had effected a partial 
adjustment of the matters in dispute between the parties. The un- 
settled points in controversy included a request by the employees 
for an increase in rates of pay, and a series of stipulations governing 
the basis of a day's work, annual leave of absence with pay, condi- 
tions with respect to services performed on Sundays and legal holi- 
days, and the scope and significance of the word telegrapher as used 
in negotiations between the Order of Railroad Telegraphers and the 
railway company. It was agreed that any wage increase which might 
be granted should be given in terms of a fixed lump sum, or a per- 
cent r.ge of increase on the current pay roll. 

With respect to the basis of a day's work, the requests of the 
employees contemplated a material reduction in the number of hours 
of daily service required of telegraphers in certain positions, the re- 
duction requested in the case of offices filled by a single employee 
being from 12 to 10 consecutive hours per day. Concessions of 
material advantage to the employees were also involved in the stipu- 
lations respecting leave of absence with pay, and services performed 
on Sundavs and legal holidays. 

AWARD OF THE BOARD OF ARBITRATION. 

The board of arbitration was organized with Mr. Vance as chair- 
man, and held its first session at Washington on May 24, 1910. The 
arbitration award was announced June 11, following. 

163 



164 



RAILROAD LABOR ARBITRATIONS. 



With respect to the proposed wage increase, the arbitration award 
was productive of an advance in the rates of pay of the employees 
involved in the movement, equivalent to 8 per cent of their aggregate 
earnings, as shown by the pay roll. In conformity with the request 
of the employees, the board directed that the sum so granted should 
be distributed to the various positions covered by the award in such 
manner as should be mutually agreed upon between the company 
and representatives of the employees, or distributed on a flat per- 
centage basis in the event of no agreement being reached as to such 
distribution within 15 days from the date of the award. 

The findings of the board of arbitration with respect to the pro- 
posed rules governing working conditions, as a whole, were also 
favorable to the employees, the rules submitted to the board, with 
modifications in certain details, being granted by the award. 

REQUESTS AND AWARD COMPARED. 

The requests of the employees as compared with the findings of 
the board of arbitration are shown below, the articles of the requests 
and the award being shown in parallel columns. 

Article 1. 



REQUESTS OF THE ORDER OP RAILROAD 
TELEGRAPHERS. 

All employees performing the duties of 
a telegraph or telephone operator, 
whether termed an operator, agent- 
operator, telephoner, or otherwise, also 
stadon agents, and levermen, specified 
in the schedule, will be considered teleg- 
raphers within the meaning of this agree- 
ment. 



AWARD OP THE BOARD OP ARBITRA- 
TION. 

All employees performing the duties of 
telegraph operator, or agent-operator, and 
all those telephone operators who render 
services in connection with the movement 
of trains, and all such levermen as are 
specified in the schedule attached to the 
contract of submission bearing date 
April 15, 1910, will be considered telegra- 
phers within the meaning of this agree- 
ment, provided that any agent who is 
required by the employer to perform the 
services of a telegraph or a telephone 
operator during any portion of the year 
shall be deemed an agent-operator and 
within the provisions of this agreement. 



Article 2. 



(a) At offices where not more than two 
telegraph operators are employed, 9 
consecutive hours, including meal hour, 
will constitute a day's work. 

(b) Where three or more telegraphers 
are employed, 8 consecutive hours will 
constitute a day's work. 



(a) At offices where only one telegra- 
pher is employed, 10 consecutive hours, 
including meal hour, shall constitute a 
day's work provided, however, that 
when the needs of the service require 
that such employees shall meet early or 
late passenger trains, the time will be 
extended sufficiently to cover such pas- 
senger trains, not exceeding 12 hours. If 
held on duty for any other purpose for 
longer than 10 consecutive hours, over- 
time will be allowed. 

(b) At offices where two or more teleg- 
raphers are employed, 9 consecutive 
hours shall constitute a day's work, it 
being, however, stipulated and agreed 
that where three or more telegraphers are 
employed, only 8 consecutive hours 
of service shall be required of each, except 
in cases where efficiency of service shall 
clearly demand a nine-hour day. 



RAILROAD LABOR ARBITRATIONS. 



165 



Article 3. 



(a) Telegraphers will be excused from 
Sunday and legal holiday duty when 
practicable without detriment to the 
service, and when excused no deduction 
will be made from their wages; (6) if re- 
quired to work Sundays or legal holidays 
they will be paid one day's pay for each 
Sunday and holiday worked in addition 
to and pro rata with the monthly rates; 
(c) when required to meet trains on Sun- 
days or legal holidays, they will be paid 
an hour for each train met. 



Telegraphers will be excused from Sun- 
day and legal holiday duty so far as prac- 
ticable without detriment to the service, 
and when so excused no deduction shall 
be made from their wages. 



Article 4. 



Telegraphers will be granted 15 days 
leave of absence each year with full com- 
pensation and transportation over their 
company's lines. 



Telegraphers who have been in the 
service of the company for a period not 
less than two years and who are required 
to work on Sundays and legal holidays 
on the average as much as one-half the 
number of hours constituting a regular 
day's work in the positions occupied, 
shall be granted 15 days leave of absence 
each year on full pay and with transpor- 
tation over this company's lines. In 
determining the number of hours service 
rendered on Sundays and legal holidays, 
the employee required to meet trains on 
such days shall be allowed therefor one 
hour's time for each train so met. 



Article 5. 



A request for an increase in wages as 
specified at stations and offices shown in 
the attached; it being understood that if 
the arbitrators should grant an increase in 
wages, it may be given in terms of a fixed 
lump sum or a percentage of increase on 
the current pay roll: the aggregate sum 
thus granted to be distributed to the va- 
rious positions covered by the award of 
the arbitrators, as may be mutually 
agreed upon between the company and 
the representatives of the employees. 
In the event that such distribution is not 
agreed upon within 15 days from the date 
upon which the award is handed down, 
such increase shall be distributed as a flat 
percentage increase to all positions to 
which it applies. 

With the exception of the findings of the arbitration board with 
respect to the issue involved in article 1 the award was concurred in 
by each arbitrator. In connection with the award under article 1 , a 
dissenting opinion was rendered by Mr. Dermody, as follows: 

I dissent from the terms of article 1 of the award for the reason that it should include 
station agents' positions where the station agent is not required to telegraph. It being 
clearly shown by the representatives of the employees that their committee represented 
a majority of all station agents employed, also by the testimony of the employers 
that all station agents are classified by them as station agents, there appears no good 
reason why the station agents as a class should be denied the right of representation. 



The wages of the employees included 
within article 1 of this award shall be 
increased by an amount equal to 8 per 
cent of the total amount now paid to them, 
as shown by the current pay roll; the ag- 
gregate sum thus granted shall be dis- 
tributed to the various positions covered 
by this award in such manner as may be 
mutually agreed upon between the com- 
pany and the representatives of the 
employees. In the event that such a 
distribution is not agreed upon within 15 
days from the date upon which this award 
is handed down, such increase shall be 
distributed, as a flat. percentage increase 
to all positions to which it applies. 



166 RAILROAD LABOR ARBITRATIONS. 

APPLICATION OF THE AWARD. 

The results of the wage increase awarded by. the arbitration board 
in the form of changes in the rates of pay of individual employees are 
shown by reference to the terms of the award, the findings of the board 
having called for an aggregate increase of 8 per cent for the employees 
as a whole according to such basis of distribution as should be mutu- 
ally agreed upon by the two parties. 

In addition to the wage increase secured by the employees, a com- 
parison of the schedule governing working conditions in effect before 
the arbitration with the rules established by the award shows that the 
basis of a day's work in offices filled by one employee, or by a day 
operator and a night operator, was fixed at 12 hours per day under 
the preexisting rules, as compared with 10 consecutive hours per day, 
including meal hour, in offices filled by a single employee and a day of 
9 hours in offices filled by two or more employees under the new rules. 

As a result of the arbitration award the employees also secured an 
amendment to the preexisting rule exempting employees from duty 
on Sundays, when practicable, so as to extend the exemption to legal 
holidays, with the further stipulation that when so excused no deduc- 
tion should be made from their wages. 

As compared with the findings of the board of arbitration with 
respect to the rule requested by the employees governing annual 
leave of absence with pay, the rule in force before the arbitration was 
confined to a stipulation that employees should be granted leave of 
absence, when practicable, with transportation over the company's 
lines, no provision being included for leave with pay. 



XI. 

MISSOURI PACIFIC SYSTEM AND ORDER OF RAILROAD 
TELEGRAPHERS: 1910. 

(The Missouri Pacific Railway Co., including the St. Louis, Iron Mountain & 
Southern Railway Co., and leased, operated, and independent lines, against the 
Order of Railroad Telegraphers.) 

Arbitration under the terms of the so-called Erdman Act was 
agreed to in this case on May 14, 1910, the controversy involving the 
requests of approximately 1,050 telegraphers in the employ of the 
Missouri Pacific Railway Co. for an increase in rates of pay. On 
May 27, 1910, joint application was made to the chairman of the 
Interstate Commerce Commission and the United States Commis- 
sioner of Labor by the two parties to the controversy for the ap- 
pointment of a third arbitrator, the application reciting that the 
arbitrators selected by the employer and employees had been unable 
to agree upon a third person to be chosen as a member of the board 
of arbitration. In connection with the request for the appointment 
of such arbitrator it was further recited that the parties " hereby 
further agree to waive mediation provided for in the so-called Erd- 
man Act, and further agree that the amendments to the existing 
rules in the telegraphers' schedule on said road agreed to by and be- 
tween the management of said roads and the general committee 
representing the telegraphers, parties by representation, copies of 
which said amendments are hereto attached and made a part of this 
agreement, shall become effective on and after Jun^ 1, 1910. 'V 

DEMANDS OF THE EMPLOYEES. 

The agreement for the submission of the controversy to arbitra- 
tion, as indicated above, was entered into at the conclusion of a series 
of negotiations involving such amendments to the existing teleg- 
raphers' schedule as had been proposed by the employees, exclusive 
of the proposed change in the wage schedule. The issue submitted 
to arbitration related solely to the request of the employees for an 
increase in rates of pay and. was set forth in the second article of the 
arbitration agreement as follows: 

It is agreed that the employer has granted to the employee certain amendments 
to existing rules governing working conditions that will have the effect of increasing 
the pay roll of the employer to a certain extent. 

The question to be arbitrated is what amount of increase shall be granted by the 
employer to the employee in addition to concessions already granted in rules gov- 
erning working conditions, above referred to. 

Any increase which may be allowed shall be apportioned in such manner as may 
be agreed upon between the management of the road and the committee representing 
the employees, provided that in case an increase be granted and such apportionment 
can not be agreed upon within 15 days from the date on which the decision of the 
arbitrators is handed down, such increase shall be applied as a flat percentage on the 
respective rates of pay now in effect. 

167 



168 RAILROAD LABOR ARBITRATIONS. 

FINDINGS OF THE BOARD OF ARBITRATION. 

As a result of agreement between representatives of the railroad 
company and the order of railroad telegraphers the board of arbitra- 
tion as organized for the consideration of the case under review was 
composed as follows: 

Albert W. Sullivan, general manager Missouri Pacific Railway Co., 
selected by employer. 

Frank J. Ryan, commissioner Kansas Board of Railway Commis- 
sioners, selected by employees. 

W. L. Chambers, lawyer, appointed by the chairman of the Inter- 
state Commerce Commission and the United States Commissioner 
of Labor. 

In response to the issue submitted to arbitration an award was 
made in favor of the employees, parties to the agreement, for a lump 
sum of $50,000 cash per annum, the apportionment of the amount 
so awarded being left to officials of the company and a committee 
representing the employees. The award was rendered July 28, 1910, 
and was made retroactive so as to take effect as of June 1, 1910. 

The considerations which governed the board of arbitration in 
adjusting the requests of the employees for an increase in rates of 
pay were set forth in the award as follows: 

The evidence was convincing that there has been a material increase in the cost 
of living since the scale of wages was last adjusted and that the operators are entitled 
on that account alone to the amount now awarded them. The evidence also disclosed 
the fact that during a long series of years the railroad company has accumulated a 
surplus exceeding $17,000,000, and that during the last two years, in addition to 
that surplus, the net earnings over and above operating expenses and fixed charges, 
have exceeded ,$3,000,000. 

The board, therefore, feels that the award of $50,000 cash is fully justified, both 
on the ground of the increased cost of living and upon the operating earnings of the 
road. 

APPLICATION OF THE AWARD. 

As stipulated in the arbitration agreement apportionment of the 
wage increase of $50,000 awarded the telegraphers by the board of 
arbitration was made the subject of negotiations following the 
award, between representatives of the railroad and a committee 
representing the employees. The resultant change in the rates of 
pay of these employees as shown by data furnished by the railroad 
company for use in this analysis was from an average rate of $65.35 
per month under the schedule in effect before the award to an average 
rate of $68.06 per month under the wage scale subsequently adopted. 
The average increase in the rates of pay of telegraphers, therefore, 
as a. result of the arbitration award was $2.71 per month, or 4.2 per. 
cent. 



XII. 

DENVER & MO GRANDE RAILROAD AND BROTHERHOOD OF 
LOCOMOTIVE FIREMEN AND ENGINEMEN: 1910. 

Arbitration under the terms of the so-called Erdman law was 
agreed to by the parties in this case on September 17, 1910, the con- 
troversy involving a proposed wage increase for approximately 570 
firemen and hostlers employed by the Denver & Rio Grande Rail- 
road. Agreement for the submission of, the case to arbitration was 
entered into as a result of negotiations between representatives of 
the railroads and officials of the Brotherhood of Locomotive Firemen 
and Enginemen, representing the firemen and hostlers, no request 
for mediation or conciliation proceedings having been made by either 
employer or employees. As members of the board of arbitration, 
representatives of the railroad nominated W. S. Martin and repre- 
sentatives of the employees nominated W. F. Hynes. These arbi- 
trators, being unable to agree upon a third, the appointment of the 
third arbitrator was by agreement referred to the chairman of the 
Interstate Commerce Commission, who appointed W. L. Chambers, 
of the District of Columbia. 

Hearings before the board of arbitration were conducted in the 
Federal building at Denver, Colo., beginning October 11, 1910. 
The presentation of testimony was completed October 27, oral argu- 
ments being heard the day following. On November 1, the board 
announced its award. 

DEMANDS OF EMPLOYEES. 

The proposals of the employees as submitted to arbitration were 
framed so as to provide for increased rates of pay, both through 
specific increases in the wage scale and indirectly through changes 
in rules governing the basis of a day's work and running time of 
trains in certain classes of service, and in the basis of pay for over- 
time work. The specific wage increases requested were for the 
application of the increases granted firemen on western railroads as 
a result of the firemen's arbitration award of 1910 to the rates of 
pay in effect on the Colorado and Utah lines of the Denver & Rio 
Grande as of January, 1907; for a rate of $4 per day on Mallet type 
engines in all classes of service; and for an increase of 25 cents per 
day for switch firemen and a minimum day rate of $3.25 for hostlers 
on the Utah lines of the railroad. 

FINDINGS OF THE BOARD OF ARBITRATION. 

Stated in summary form the award of the board of arbitration in 
response to the requests of the employees involving direct increases 
in rates of pay was as follows : 

^ J . 169 



170 RAILROAD LABOR ARBITRATIONS. 

The request for the application of the increases established on 
western railroads as a result of the arbitration award of 19l0 to the 
rates in effect on the Colorado lines of the Denver & Rio Grande was 
denied, but firemen in standard gauge passenger service, and on all 
narrow gauge valley mileage were awarded an increase of 6 cents 
per 100 miles. All narrow gauge valley rates in freight service were 
increased from 3.12 to 3.27 cents per mile. A day's pay for road 
firemen was increased 5 cents. On the Utah lines an increase of 15 
cents per 100 miles was awarded in all classes of passenger and freight 
service. 

With respect to the rates of pay of firemen employed on Mallet 
type engines, the board found from the evidence that no engines of 
this type were in service on the Colorado lines, but awarded that, in 
the event of the introduction of such engines, firemen should receive 
4 cents per mile in all classes of service valley miles; between Salida 
and Malta, 5 cents per mile; between Minturn and Malta and between 
Labeta and Sierra 5 J cents per mile, with minimum pay of $3.20 per 
day. On the Utah lines a rate of $4 per 100 miles for firemen em- 
ployed on Mallet type engines was awarded, as proposed by the 
employees. In response to the request for an increase in rates of pay 
of switch firemen on the Utah lines it was ordered that no change be 
made in the rates of pay of these employees except in the case of such 
firemen employed at Walsenburg, Rouse Branch, El Moro-Jansen- 
Reilly Canon, who were awarded an increase of 31 cents. The rates 
of pay for hostlers on the system receiving less than $3 per day were 
increased 20 cents per day; rates of $3 per day were increased to 
$3.15; and rates of $3.33 to $3.45. The overtime rate in this service 
was fixed at 27 cents per hour on the Utah lines, as compared with a 
request for a rate of 30 cents. 

The findings of the board with respect to the proposals involving 
changes in rules governing running time of trains, overtime, and the 
basis of a day's work are set forth below in connection with a state- 
ment of the rules requested by the employees, the articles submitted 
to arbitration, and the findings of the board being shown in parallel 
columns. 

Colorado lines. 

Article C. 

REQUESTS OF EMPLOYEES. AWARD. 

That a permanent running time be This request was denied. 
established for mixed, through, local, and 
irregular freight and helper service at a 
speed of 12 miles per hour on all valley 
and 60-mile districts, except between 
Malta and Minturn, and 9 miles per hour 
on all 44-mile districts, and also on 60- 
mile districts between Malta and Min- 
turn; overtime computed on 12 miles per 
hour valley mileage, according, to class of 
engine, unless otherwise provided for in 
specified service. 

Article D. 

That overtime on regular passenger runs Granted, 
shall be computed after the schedule time 
of train. 



RAILROAD LABOR ARBITRATIONS. 171 

Article E. 

That overtime on special passenger or Granted, 
express service will be computed on the 
average time of the fastest and slowest 
schedule passenger trains on districts over 
which such trains move. 

Article F. 

That when engines are turned and run When engines are turned and run in 
in opposite direction the overtime will be opposite direction the overtime to be fig- 
figured separately on each trip, time on ured from the start until the end of the 
return trip to be computed from time of return trip on the basis of the running 
departure as shown on train sheet. This time. This to govern places not other- 
to govern places not otherwise covered wise covered, and not to apply to regular 
-and not to apply on regular branch runs, branch runs. 

Article G. 

That on all classes of engines in all Overtime rates per hour on Colorado 

classes of service overtime will be com- lines shall be as follows: 

puted at the rate of 12 miles per hour, val- On narrow gauge lines in passenger and 

ley miles, at class rates of engines, less freight service 30 cents per hour, standard 

than 30 minutes not to be counted, 30 gauge in passenger service 30 cents per 

minutes and less than 1 hour to be count- hour, standard gauge freight service 33 

ed 1 hour, hour for hour, thereafter. This cents on all engines except Mallet. 

to govern places not otherwise provided Mallet type engines 40 cents per hour. 
for. 

Utah lines. 

Article J. 

That overtime on regular passenger runs Overtime on special passenger or ex- 
shall be computed after the schedule run- press service shall be computed as at pres- 
ning time of trains. ent on Utah lines. 

Article K. 

This article embodied the same request Overtime or special passenger or ex- 
as was presented in Article E with respect press service shall be computed as at pres- 
to the Colorado lines. ent on Utah lines. 

Article L. 

That when engines are turned and run When engines are turned and run in op- 
in opposite direction, the overtime shall posite directions, overtime shall be fig- 
be figured separately on each run, time on ured as at present on Utah lines, 22 miles 
return trip t,o be computed from time of de- for passenger and 12 miles for freight, 
parture as shown on train sheet. 

Article M. 

That on all classes of engines, in all Overtime rate per hour on Utah lines to 

classes of service, overtime shall be com- remain as at present on all classes of freight 

puted at the rate of 12 miles per hour at service; in passenger service, the rate to 

class rates of engines. Less than 30 min- be 29 cents. Ordered that less than 30 

utes not to be counted; 30 minutes and minutes not to be counted; 30 minutes 

less than one hour to be counted one hour; and less than 1 hour to be counted 1 hour; 

hour for hour thereafter. This to govern hour for hour thereafter. This to govern 

places not otherwise provided for. places not otherwise provided for. 

Article N. 

That one day's pay will be allowed for No change to be made in the present 
10 hours or less service at freight rates; rate of pay per day at points mentioned in 
overtime pro rata, at the following places: this request, except that an increase of 25 
Scofield, Clear Creek, and Winter Quar- cents a day is allowed on Shay engines, 
ters, Bingham Canyon, Cuprum, Garfield, 
Welby, Sunnyside, Castle Gate, and Cop- 
per Belt; Shay engines. 



172 RAILROAD LABOR ARBITRATIONS. 

Jn a dissenting opinion under Articles A and H arbitrator W. F. 
Hynes referred to the increased cost of living, the increased labor due 
to the employment of larger engines with greater tractive power in- 
volving the consumption of a greater amount of coal, and the in- 
creased rates of pay established on railroads connecting and compet- 
ing with the Denver & Rio Grande Railroad, as a result of the western 
firemen's arbitration award of 1910, as reasons which he claimed en- 
titled the employees to the specific wage increases asked for. Mr. 
Hynes further contended that the evidence submitted to the board 
tending to show that firemen in the employ of the Denver & Rio 
Grande Railroad were exposed to unusual hazards was not given the 
consideration that it deserved. 

Dissenting from the award under article C, Mr. Hynes contended 
that the schedule time of trains in the classes of service referred to 
in this article had been so extended, following wage increases granted 
in 1903 and 1907, that the aggregate earnings of firemen in 1909, after 
the addition of these increases, were less than in 1903. The evidence 
on these points, Mr. Hynes claimed, was conclusive, and the adoption 
of the rule asked in article C was necessary for the protection of fire- 
men against further extension of the running time of trains without 
additional pay. 

Dissenting opinions were also filed by Mr. Hynes under articles 
F, G, K, L, M, N, and O. The operation of the award under article 
F, Mr. Hynes contended, would result in a reduction in the wages of 
firemen on such runs, unless modified to conform to the ruling of the 
chairman that no decreases should be made in connection with the 
award. With respect to the rule requested under article N, testi- 
mony tending to show that the services rendered by firemen in the 
places mentioned in this section involved unusual hardship was 
referred to by Mr. Hynes as ground for his conclusion that this re- 
quest should have been granted. 

As a part of the arbitration award it was directed that the wage 
increases granted by the board should be based on rates of pay pro- 
vided in schedule of the Denver & Rio Grande Railroad of January 
1, 1907, and that such increases should be retroactive as of October 
6, 1910. 

APPLICATION OF THE AWARD. 

In order to show the practical result of the arbitration on the 
Denver & Rio Grande Railroad, with reference to increases in rates 
of pay, the following tables contrast the rates in effect on the Colo- 
rado lines in 1907 with those granted by the board of arbitration 
effective October 6, 1910: 



RAILROAD LABOR ARBITRATIONS. 



173 



Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration. 



COLORADO LINES— PASSENGER SERVICE. 



Class of service. 



Rate per- 



Pay. 



1907 1910 



Increase. 



Amount. Per cent 



Standard gauge: 

Simple engines, except 220 class 

Simple engines, 220 class 

Compound engines, except Mallet 

Second divisim— 

Malta and Leadville-Minturn— 

Simple engines, under 220 class 

All compound engines, except Mallet and 
220 simple. 
Fourth divisi n— 
La Veta-Sierra — 

Simple engines under 220 class 

All compound engines, except Mallet and 
220 class, simple. 
Narrow gauge: 

Day's pay for road firemen- 
Simple engines 

Compound engines 

Second division — 

Blue River branch — 

Simple engines 

Compound engines 

Fourth division — 

All simple engines 

A 11 c. mpound engines 

Pag; sa Springs branch, Altura-Kalls and Dykes- 
Sunetha— 

All simple engines 

All compound engines 



Day.. 
...do. 
...do. 



Mile.. 
...do. 



...do. 
...do. 



Day.. 
...do. 



Mile.. 
...do. 



$2.94 
3.00 
3.00 



.049 
.05 



.049 
.05 



2.65 
2.71 



.0442 
.0452 



.0602 
.0616 



0442 
.0452 



$3.00 
3.06 
3.06 



.05 
.051 



.05 
.051 



2.71 
2.77 



.0451 
.0461 



.0616 
.06295 



SO. 06 
.06 
.06 



.001 
.001 



.001 
.001 



.0009 
.0009 



.0014 
. 00135 



. 0451 . 0009 
.0461 .0009 



COLORADO LINES-FREIGHT AND MIXED SERVICE. 



Standard gauge: 

Pay for road firemen — 

All simple engines except 220 class 

All compound engines except Mallet and 220 
class simple. 
Narrow gauge: 

Pay for road firemen— 

* Simple engines 

C ompound engines 

First division — 

Simple engines 

Compound engines 

Second division— 
Salida- Malta- 
Simple engines 

Compound engines 

Blue River Branch- 
Simple engines 

Compound engines 

Third division— 

Poncha to 2 miles east of Sargent, Maysville- 
Monarch, Cimarron-Cedar ("reek, Poncha- 
Poncha Pass, Villa Grove-Orient— 

Simple engines 

Compound engines 

Balance of narrow gauge district- 
Simple engines , 

Compound engines 

Fourth division— 

Alamosa-Cumbres— 

Simple engines 

Compound engines 

Cumbres-Chama— 

Simple engines 

Compound engines 

Chama-Durango and Silverton Branch — 

Simple engines 

Compound engines 

Santa Fe Branch-Embudo Barranca- 
Simple engines 

Compound engines 



Dav. 
..do. 



Mile. 
..do. 



.do. 



.do. 



.do., 
.do.. 



.do. 



2.89 
2.95 


$2.94 
3.00 


50. 05 
.05 


2.73 
2.79 


2.78 
2.84 


.05 
.05 


.0312 

.0319 


. 0327 
.0334 


.0015 
.0015 


.0434 
.0444 


.04557 
.04656 


.00217 
.00216 


.0442 
.0452 


.0463 
.0473 


.0021 
.0021 


.0602 
.0616 


.06318 
.0645 


.00298 
.0029 


.0312 
.0319 


.0327 
.0334 


.0015 
.0015 


.0312 
.0319 


.0327 
.0334 


.0015 

.0015 


.0602 
.0616 


.06318 
.0645 


.00298 
.0029 


.0312 
. 0319 


. 0327 
.0334 


.0015 
.0015 


.0602 
.0616 


.06318 
.0645 


.00298 
.0029 



174 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of locomotive firemen as a result of the 
award of the board of arbitration — Continued. 

COLORADO LINES— FREIGHT AND MIXED SERVICE— Continued. 



Class of service. 



Rate per — 



Pay. 



1907 1910 



Increase. 



Amount. Per cent 



Narrow gauge—Continued. 

Fourth division— Continued. 

All other mileage on Santa Fe Branch — 

Simple engines 

Compound engines 

Pagosa Springs Branch, Altura-Halls and 
D ykes-Sunetha — 

Simple engines 

Compound engines 

Balance of mileage on Pagosa Springs Branch — 

Simple engines 

Compound engines 



Mile. 
..do. 



.do... 
.do... 



$0. 0312 
0319 



.0442 
.0452 



, 0312 
0319 



$0. 0327 
0334 



.0463 
.0473 



. 0327 
,0334 



$0. 0015 
.0015 



0021 
0021 



,0015 
,0015 



4.8 
4.7 



4.8 
4.6 



4.8 
4.7 



A study of the foregoing tables shows that the rates of pay of the 
firemen in passenger service were increased 2 per cent for all classes of 
standard gauge engines and from 2 per cent to 2.3 per cent on narrow 
gauge engines. In the latter class the maximum increase of 2.3 per 
cent was allowed road firemen on simple engines working on a day 
basis and firemen on simple engines on the fourth division paid at a 
rate per mile. 

Road firemen in the freight and mixed service handling standard 
gauge simple engines, except 220 class, and compound engines, except 
Mallet and 220 class simple, were granted a flat increase of 1.7 per cent 
as a result of the arbitration. On narrow gauge engines for all divi- 
sions, and including both simple and compound engines, increases in 
rates of pay were gained of from 1.8 per cent to as high as 5 per cent. 
The increase on the narrow gauge engines exceeded 4 per cent in all 
except two instances. 



XIII. 

COAL AND COKE RAILWAY CO. AND BROTHERHOOD OF LOCO- 
MOTIVE ENGINEERS, BROTHERHOOD OF LOCOMOTIVE FIRE- 
MEN AND ENGINEMEN, ORDER OF RAILWAY CONDUCTORS, 
AND BROTHERHOOD OF RAILROAD TRAINMEN: 1911. 

The arbitration case described below was a concerted movement 
by the train service employees of the Coal & Coke Railway Co. to 
secure from the company certain changes in working conditions and 
an increase in rates of pay. Stipulations for arbitration under the 
terms of the so-called Erdman law were signed by the parties April 
1, 1911. The employees selected as their arbitrator, P. H. Morrissey, 
president of the American Railroad Employees 7 and Investors' As- 
sociation, and the railway company selected H. B. Spencer, vice 
president of the Southern Railway Co. At the request of these 
arbitrators, Wendell P. Stafford, justice of the Supreme Court of the 
District of Columbia, was appointed by the chairman of the Inter- 
state Commerce Commission and the United States Commissioner of 
Labor as the third arbitrator. The board of arbitration organized 
with Judge Stafford as chairman, and held its first session at Wash- 
ington, D. C, on May 8, 1911. The arbitration award was rendered 
May 27, being made retroactive so as to go into effect April 1, 1911. 

DEMANDS OF THE EMPLOYEES. 

The rules respecting rates of pay and working conditions proposed 
by the employees were presented to the board of arbitration in a 
series of schedules designated by the letters of the alphabet A to C, 
inclusive, schedule A relating to conductors, baggagemen, flagmen, 
brakemen, and yardmen; schedule B, to engineers; and schedule C, 
to firemen. In article 2 of the arbitration agreement it was stipu- 
lated that the — 

Board of arbitration shall have the right to decide that the employer shall accept 
all the rules and rates of pay provided in the said schedules, or none of them or 
any part of them, or any modification of them that the said board may prescribe; or 
said board shall have the power to fix and determine what wages shall be paid to 
said employees and what the hours of labor and rules relating to such wages and 
hours of labor shall be. 

At the time of the arbitration the rates of pay of passenger con- 
ductors, baggagemen, and brakemen were $110, $72, and $65 per 
month, respectively. In the wage scale submitted to arbitration 
payment of these employees on a mileage basis was requested at rates 
of 2.68 cents per mile for conductors, 1.55 cents per mile for baggage- 
men, and 1.5 cents per mile for brakemen. A monthly guaranty in 
the case of regularly assigned passenger conductors, baggagemen, and 
brakemen who were ready for service the entire month, and who did 
not lay off of their own accord, of $125, $75, and $70 per month, 
respectively, was also requested. In connection with this request it 
was proposed that the minimum mileage allowance and pay for each 

175 



176 BAILROAD LABOK ARBITRATIONS. 

day used should be not less than $4.20 for conductors, $2.75 for 
flagmen, and $2.55 for brakemen. 

The wage scale proposed by the employees involved in through and 
irregular freight service increases in rates of pay ranging from approx- 
imately 5 per cent for flagmen to 10 per cent for conductors and 
brakemen; in local freight service increases ranging from approxi- 
mately 17 per cent for flagmen to 20 per cent for conductors, 23 per 
cent for brakemen, and in work and wreck train service increases of 
26 per cent for flagmen, 21 per cent for brakemen, and 30 per cent for 
conductors. The new wage scale also involved increased rates of 
pay for conductors and trainmen in mixed train and in yard service. 

In the case of engineers a rate of 3.85 cents per mile, with the pro- 
viso that runs of less than 100 miles either straightaway or turn 
around should be paid for as 100 miles, was requested in lieu of the 
existing rate of $4.50 per day. In local, pick-up, and through 
freight service increases ranging from 14 to 17 per cent, in work 
and wreck train service an increase of 33 J per cent, and in yard 
service an increase of 30 per cent were requested as compared with 
the existing rates. 

The wage scale governing the rates of pay of firemen, as submitted 
to arbitration, involved increases in the rates of compensation of 
these employees of approximately 15 per cent in local and pick-up 
freight service, 10 per cent in through freight service, and 20 per 
cent in work, wreck, and yard service. In passenger service a rate 
of 2.25 cents per mile, with the proviso that runs of less than 100 
miles either straightaway or turn around should be paid for as 100 
miles, was requested in lieu of the existing rate of $2.50 per day. 

The stipulations respecting working conditions presented to the 
board of arbitration in connection with the proposed wage scale 
involved, among other changes in the existing rules, a reduction in 
the number of hours constituting a day's work in freight and mixed 
train service from 11 to 10 hours per day. Material changes were 
also requested in the rule governing the rights of employees in case 
of suspension, dismissal, or the imposition of discipline for any 
offense. The new rules to a great extent related to working condi- 
tions which had not previously been made the subject of written 
agreement between the railway company and the employees. 

FINDINGS OF THE BOARD OF ARBITRATION. 

The detailed requests of the employees, as compared with the 
findings of the board of arbitration, are shown below. 

Summed up briefly, the wage scale established as a result of the 
arbitration involved increases in rates of pay ranging in freight and 
mixed train service from 6.3 to 9.1 per cent; in work and wreck train 
service, from 20 to 33.3 per cent; and in yard service, from 14.3 to 
25 per cent. In passenger service engineers and firemen were 
awarded a minimum allowance for each day used of $4.50 and $2.50, 
respectively, as compared with a corresponding allowance before 
the award for a day's work of more than 6 hours and not exceeding 
10 hours, and pay for actual time only for service of 6 hours or less. 
Conductors, baggagemen, expressmen, brakemen, and flagmen in 
passenger service were awarded a minimum daily allowance for each 
day used of $4.10, $2.70, and $2.45, respectively, compensation for 



EAILROAD LABOR ARBITRATIONS. 



177 



service of 6 hours or less before the award having been limited to 
payment for time actually worked at the pro rata rate for a full day 
of 10 hours. 

In the comparison of the award of the arbitration board with the 
requests of the employees the articles of the requests and the awards 
are shown in parallel columns, the schedules governing engineers 
being presented first, followed by the schedules governing firemen, 
and conductors and trainmen, in the order mentioned. 

Article A. 



BEQUESTS OP LOCOMOTIVE ENGINEERS. 

Passenger engineers, per mile.. $0.0385 

Local freight, per mile 0450 

Pick-up freight, per mile 0450 

Through freight, per mile 0440 

Work and wreck, per day 4. 00 

Yard engineers, per day of 10 
hours or less 3. 90 



Overtime. 

Passenger engineers, per hour. . 
Ail freight engineers, per hour. . 
Work and wreck engineers, per 

hour 

Yard engineers 



40 
45 

40 
.39 



Passenger service. — Straight-away or 
run -around runs making over 100 miles 
will be paid on a mileage basis, overtime 
at rate of 20 miles per hour. Under 100 
miles, either straight away or turn around, 
will be paid as 100 miles, overtime at rate 
of 20 miles per hour. 

Regular assigned passenger engineers 
called for service before and in addition 
to their regular run, before trips or before 
registering off duty, will be paid as 
follows: 

One hour or less $0. 40 

One to 5 hours 2. 00 

Over 5 hours and less than 10 
hours 4. 00 

In all freight service. — Unless otherwise 
specified, 100 miles or less, 10 hours or 
less, either straight away or turn around, 
to constitute a day. Over 100 miles or 
10 hours to be paid pro rata. Overtime 
at rate of 10 miles per hour. 

Engineers not assigned to a regular run 
may be used for more than one class of 
service in one day or trip, and shall be 
paid the higher rate of pay for service 
performed, 10 hours or less, 100 miles or 
less to constitute a day. Over 10 hours 
or 100 miles to be paid pro rata. First 30 
minutes not to count; over 30 minutes 1 
hour. 



AiWARD OF BOARD OF ARBITRATION. 

Engineers in passenger service will be 
paid on the following trip basis: 

Elkins-Charleston $5. 30 

Overtime after 8 hours and ,48 

minutes. 

Gassaway-Roaring Creek Junc- 
tion and return, including Coal- 
ton trips 5. 30 

Overtime after 4 hours and 15 

minutes in each direction. 

Gassaway-Charleston and return, 
including round trip, Sutton 
Branch 5. 80 

Overtime on the run Gassaway to 
Charleston after 4 hours and 36 minutes; 
Charleston to Gassaway via Sutton, after 
5 hours and 15 minutes. One hour extra 
will be allowed for turning train at 
Charleston. 

The minimum daily allowance for engi- 
neers in passenger service to be: $4.50 for 
10 hours or less; overtime pro rata. 

The working time of engineers will 
begin at the time train is scheduled to 
leave, and will continue until relieved 
from duty at end of run. In computing 
overtime, less than 30 minutes will not 
be counted. Thirty minutes, and less 
than 1 hour, will be counted 1 hour. All 
passenger overtime to be paid at the rate 
of 45 cents per hour. 

All excursion service and other special 
passenger trips not provided for above 
will be paid on the basis of the minimum 
rate and overtime herein contained. 

Passenger engineers regularly assigned 
and called for emergency service before, 
or in addition to, their regular runs, before 
trips or before registering off duty, will be 
paid for such service on hourly basis at 
regular overtime rate. If over 5 hours 
are used in such service, they will be paid 
the minimum daily passenger rate and 
overtime if earned. 

Freight and mixed, per mile $0. 0415 

Work and wreck, per day (10 

hours or less) 4. 00 

Yard engineers 1 per day (10 

hours or less) 3. 55 



1 Includes service on Sutton Branch performed by Gassaway yard crew. 
51393°— S. Doc. 493, 64-1 12 



178 



RAILROAD LABOR ARBITRATIONS. 



Overtime. 

All freight engineers (cents per 
hour) 41. 5 

Work and wreck engineers (cents 
per hour) 40 

Yard engineers (cents per hour) 35. 5 

In all freight and mixed train service, 
including mine runs, and pusher or 
helper service, 100 miles or less, or 10 
hours or less will constitute a day's work; 
that on runs of 100 miles or less overtime 
will be paid for time in excess of 10 hours, 
and on runs over 100 miles overtime will 
be paid for the time used in excess of the 
time necessary to complete the trip at an 
average speed of 10 miles per hour. The 
working time of the men will begin at the 
time they are scheduled to leave or time 
called to leave initial terminal, unless 
they leave earlier, and will continue 
until they are relieved from duty at the 
end of the run. 

Overtime will not commence until 
after expiration of 30 minutes in addition 
thereto, the 30 minutes to be reckoned as 
1 hour. 

Engineers in all freight service may be 
assigned to turn-around service out of 
terminals regardless of the first-in first-out 
rule until 100 miles, or 10 hours, have 
been made. 



GENERAL RULES. 



Section 1. Engineers who voluntarily 
leave the service, and who -may subse- 
quently be reemployed on this road, 
shall rank in seniority as new men. 
Those discharged from the service and re- 
instated within less than one year shall 
not be required to pass a medical exami- 
nation, nor shall they lose their seniority, 
but if reemployed after one year, shall 
rank as new men. 

Seniority shall take precedence in all 
cases as to choice of run on any district, 
providing the senior man is competent. 

Engineers shall hold their rights in 
seniority in both road and yard service. 
No engineer shall be hired or fireman- 
promoted for yard service. All engineers 
hired or firemen promoted shall take their 
places on extra board and shall be in line 
for regular service in both yard and road 
service when vacancies occur. 



Section 1. A record will be kept show- 
ing the age of employees in service and 
lists will be posted on Gassaway bulletin 
board. In making promotions, quali- 
fications will govern: that is, record, 
ability, and seniority. The seniority 
lists as now published shall govern, and 
the rights of employees shall extend over 
the entire road. 

An employee dismissed for cause may 
be reinstated if application for same is 
made in writing within six months of the 
date of such dismissal. 

Regular runs will be assigned, prefer- 
ence being given to senior men who are 
qualified. When a regular run becomes 
vacant it will be advertised and will be 
given to the oldest qualified employee in 
that branch of the service applying for it. 
And in case the senior man declines he 
shall not be entitled to claim it later until 
it again becomes vacant, or until there 
is a change in runs or conditions. But a 
senior man who declines a run does not 
thereby lose his seniority rights except 
as to that run, and under the conditions 
then existing and providing a quali- 
fied man in service is available who> 
desires the run. Engineers assigned to 
regular runs shall run the same regardless 
of engines. 



BAILBOAD LABOR ARBITRATIONS. 



179 



Sec. 2. Engineers will be called when 
possible 1 hour and 30 minutes before 
their time to leave, their time to be taken 
from the engineer's time ticket, and to 
begin 30 minutes before time they are 
called to leave. Engineers will be noti- 
fied in writing when time is not allowed 
as per time ticket, and the reason for non- 
allowance given. 

Sec. 3. No engineer shall be suspended 
or dismissed in serious cases except tem- 
porarily pending investigation without 
a fair and impartial trial. All parties 
interested must be present at the inves- 
tigation, but witnesses may be examined 
separately, and in the event of conflicting 
testimony those whose evidence conflict 
will be brought together. The trial must 
be held within seven days and the engi- 
neer advised of the decisions. He shall 
not be suspended pending trial for minor 
offenses. In case he is unjustly sus- 
pended, he shall be paid for the time 
lost. He shall have the right to appeal 
to the general officers, and in all cases may 
be represented by two members of the 
committee. 



Sec. 4. Engineers summoned as wit- 
nesses for the company in the courts or in 
similar service shall receive their regular 
rate of pay while in attendance, and their 
necessary traveling expenses. Engineers 
when summoned by the company to at- 
tend investigations shall be paid their 
regular rate of pay for the actual time lost 
while attending the investigation, but no 
traveling expenses. 



Sec 5. When an engineer is called and 
not used he shall be allowed regular rate 
per hour for all time held with a minimum 
of three hours and not lose his turn. 

Sec. 6. Engineers deadheading under 
orders on freight trains will receive their 
full rate, and on passenger trains one-half 
their regular rates. Engines running 
light over the road, except helper engines, 
will be furnished a flagman, except in 
emergency cases. 



Sec. 7. The seniority of a hired en- 
gineer shall date from his first trip, and 
that of a promoted engineer from the 
date of his promotion. 



Sec. 2. Where callers are employed 
crews will be called a reasonable time 
before leaving time of their trains pro- 
vided they reside within 1 mile of the 
starting point, except crews assigned to 
regular runs scheduled to leave between 
7 a. m. and 8.30 p. m. 

Employees will be notified when time 
is not allowed as claimed and the reason 
therefor given. 

Sec. 3. No engineer shall be suspended 
or dismissed in serious cases except tem- 
porarily pending investigation without 
a fair and impartial trial. All parties 
interested must be present at the inves- 
tigation, but witnesses may be examined 
separately and in the event of conflicting 
testimony those whose evidence conflict 
will be brought together. The trial must 
be held within seven days and the engi- 
neer advised of the decision. He shall 
not be suspended pending trial for minor 
offenses. In case he is unjustly sus- 
pended, he shall be paid for the time 
lost. He shall have the right to appeal 
to the general officers, and in all cases may 
be represented by two members of the 
committee. In case of an appeal, the 
appeal must be taken within 30 days of 
the time decision is rendered, and the 
appeal must be made in writing and in- 
clude a statement giving the main points 
of the case and the points to which excep- 
tions are taken, and the ground for such 
exceptions. 

Sec 4. Employees held off duty by 
the company to attend court will be paid 
for time lost at the regular rate for their 
respective class of service and in addition 
their hotel expenses will be paid while 
held away from home, and such em- 
ployees will assign their court fees and 
mileage certificates to the company. 

When held out of service to attend an 
investigation they shall be paid for actual 
time lost in attending the investigation, 
but no traveling or other expense shall be 
allowed. No time will be allowed for 
attending the investigation if any mem- 
ber of their crew is found to be at fault. 

Sec 5. When an engineer is called and 
not used he will be allowed regular rates 
per hour for all time held with a minimum 
of three hours and not lose his turn. 

Sec 6. Engineers deadheading under 
orders will receive one-half their regular 
rates. Engines running light over the 
road, except helper engines, will be fur- 
nished a flagman, except in emergency 
cases. An employee who, for reasons of 
his own, quits work during a day or trip 
and the employee who relieves him shall 
each be paid actual time. 

Sec 7. The seniority of a hired en- 
gineer shall date from his first trip, and 
that of a promoted engineer from the date 
of his promotion. 



180 



RAILROAD LABOR ARBITRATIONS. 



Sec. 8. In case an engine is taken from 
the service on one district and put in 
service on another or shopped for 10 
days or more, the engineer shall be fur- 
nished with another engine if possible. 
If this is not possible, then the youngest 
engineer shall drop back on the extra list 
and the aforesaid engineer shall take his 
engine or turn. This section shall also 
apply to any change of engines from any 
part of a district to another. 

Sec 9. Any engineer refusing a run 
or engine vacant or open to his choice by 
reason of his seniority rights, forfeits 
thereby no seniority rights, but can not 
thereafter claim the run or engine refused 
in case of its being again vacant or in case 
he is thereafter deprived of a run which 
he holds. New and vacant runs to be 
advertised, application must be made 
within 10 days. A man being absent on 
account of sickness, suspension or a leave 
of absence, if entitled to same, may claim 
and have the run or engine on his return. 
When a run is lengthened or shortened 20 
miles or more or the home terminal is 
changed, it shall be considered a new run 
and be advertised. 



Sec. 10. Engineers accepting official or 
other positions with this company shall 
not lose their seniority. 



Sec 8. In case an engine is taken from 
the service on one district and put in 
service on another or shopped for 10 days 
or more, the engineer shall be furnished 
with another engine if possible. If this 
is not possible, then the youngest en- 
gineer shall drop back on the extra list 
and the aforesaid engineer shall take his 
engine or turn. This section shall also 
apply to any change of engines from any 
part of a district to another. 

Sec 10. An employee accepting official 
position with the company or temporary 
position in the shops or other class of 
service shall retain his rights on the road 
providing he requests and receives a 
letter to that effect. 



Sec 11. Engineers not assigned to 
regular runs will run first in first out. 

The number of engineers on extra 
board will be kept as low as practicable, 
and when reductions are made the young- 
est man in point of service will be re- 
duced. 

Extra engineers will run first in first 
out. When an extra engineer gets an 
extra run or engine he shall hold same 
until the return of the regular man, except 
as follows: 

When a passenger run is vacant five 
days or less the oldest available freight 
engineer, if qualified, will be called for 
the run and the extra man called for the 
freight engine. After five days the 
senior freight engineer will then take the 
run if he so desires and is qualified. 

When a preferred freight run is vacant 
five days or less the first engineer on 
extra board will be called. After five 
days the senior freight engineer will then 
take the run if he desires. 

Sec 12. Yard engineers shall be al- 
lowed 1 hour for meals between 11.30 and 
1.30 for day and night service and when 
not relieved between these hours shall be 
allowed 30 minutes f ormeals and be paid an 
hour overtime and will not be required to 
remain on duty over 6 hourswithout a meal. 

The meal hour of crews working "split 
tricks" will be arranged between the 
company and the employees affected to 
suit the local operating conditions and the 
convenience of the employees, provided, 
however, that a definite time will be fixed 
within which employees will be given 
their meal under the penalty provided in 
the preceding paragraph. 



RAILROAD LABOR ARBITRATIONS. 



181 



Sec. 11. Extra engineers shall run first in 
andfirstoutofallterminalswhereextramen 
are employed, with following exceptions: 

When it is known that a freight run will 
be vacant 10 days or longer, the senior 
extra engineer shall be entitled to it. 

When it is known that preferred freight 
or passenger run is to be vacant, the senior 
freight engineer at the terminal where 
vacancy occurs is entitled to same when 
available and competent, if he desires the 
run and claims it. 

Sec 12. Yard engineers shall be al- 
lowed 1 hour for meals between 11.30 
and 1.30, and when not relieved between 
those hours shall be allowed 30 minutes 
for meals and be paid 1 hour overtime 
and will not be required to remain on duty 
over 6 hours without a meal. 

Sec 13. When engineers are required 
to double hills or cut engine off to assist 
another train, they will be allowed 10 
miles for each double, unless the actual 
mileage exceeds 10 miles, in which case 
they will be paid actual mileage. 



Sec 14. Engineers dispatched from 
terminals shall not be relieved until they 
reach the terminal for which they started 
or return to the terminal which they left, 
unless released from changes of turn by a 
qualiLed engineer or are tied up for rest. 



Sec 15. In case of passenger transfer, 
the crews will transfer and proceed. In 
case passenger engine is disabled, the 
passenger engineer will take the relief 
engine and proceed with the train. 

Sec 16. Engineers on through freight 
trains who pick up or set off at three or 
more places on straightaway trip, or two 
or more places on turn-around trip, will 
be paid local and pick-up rates for the 
trip. Bad order cars do not count under 
this rule. Changing' tonnage to meet 
grade conditions not to be counted. 

Sec 17. At terminals where engine in- 
spectors are employed, they will be held 
responsible for the inspection of incoming 
and outgoing engines. This does not 
relieve the engineer from making the 
usual inspection and work report. 

Sec 18. When an engineer is displaced 
by a senior engineer, or a run is taken off, 
the engineer affected shall have prefer- 
ence of taking any other run he is entitled 
to by seniority. When an engineer is 
taken off a run, account unsatisfactory 
service, he shall be entitled to a run that 
he can handle satisfactorily, to which his 
seniority entitles him. 

Sec 19. No engine will be used on main 
track or to do yard work, unless in charge 
of a qualified engineer, except in ex- 
change of passenger engines at terminals. 



Sec 13. When engineers are required 
to double hills or cut off engine to assist 
another train, they will be allowed actual 
mileage at the rate per mile paid on their 
train with overtime based on the total 
mileage made at the regular miles per 
hour basis when it accrues. 



Sec 15. In case of passenger transfer 
the crew will transfer and proceed. In 
case passenger engine is disabled the pas- 
senger engineer will take the relief engine 
and proceed with the train. 



Sec 18. When an engineer is displaced 
by a senior engineer or a run is ta'cen off, 
the engineer affected shall have pref- 
erence of taking any other run he is en- 
titled to by seniority. When an engineer 
is taken off a run on account unsatisfac- 
tory service, he shall be entitled to a run 
that he can handle satisfactorily, to which 
his seniority entitles him. 

Sec 20. Leave of absence for 30 days 
or more when granted will be given only 
in writing and for a period not to exceed 
6 months (except in case of sickness), and 
an employee on leave^ of absence must 
keep the officer issuing same advised of 
his address, and is subject to recall, except 
in case of sickness, upon 20 days notice. 

Sec 21. Suital protection against the 
weather will be placed on all engines dur- 
ing the winter months. Coolers will be 
furnished and ice supplied from May 1 to 
October 1 where obtainable. 

Sec 22. If requested, a clearance or 
service letter will be given an employee 
leaving the service, stating date entering 
and date leaving and cause of leaving. 



182 



RAILROAD LABOR ARBITRATIONS. 



Sec. 20. No engineer will be allowed a 
longer period than six months leave of ab- 
sence at any one time, and such leave of 
absence shall be secured from the super- 
intendent in writing and may be extended 
in case of sickness. 



APPLICATION OF 16-HOUR LAW. 



(a) Employees in train service will not 
be tied up unless it is apparent that 
trip can not be completed within the 
lawful time, and not then until after the 
expiration of 14 hours on duty under the 
Federal law, or within two hours of the 
time limit provided by State laws, if 
State laws govern. 

(6) If employees in train service are 
tied up in a less number of hours than 
provided in the preceding paragraph, 
they shall not be regarded as having been 
tied up under the law, and their service 
will be paid for under the provisions of 
this schedule. 

(c^When employees in train service 
are tied up between terminals under the 
law, they shall again be considered on 
duty and under pay immediately upon 
the expiration of the minimum legal 
period off cluty applicable to any mem- 
ber of the road crew, provided the longest 
period of rest required by any member 
of the crew shall be the period of rest for 
the entire crew. 

(d) Continuous trip will cover the 
movement straight away or turn around 
from initial point to the destination train 
is making when required to tie up. If 
any change is made in destination after 
the crew is released for rest, a new trip 
will commence when the crew resumes 
duty. 

(e) Employees in train service tied up 
under the law will be paid continuous 
time or mileage at their schedules from 
initial point to tie-up point. When they 
resume duty on a continuous trip, they 
will be paid miles or hours, whichever is 
the greater, from the tie-up point to the 
next tie-up point or to the terminal. It 
is understood that this section does not 
permit engineers to run through termi- 
nals unless such practice is permitted 
under the schedule. 

(/ ) .Employees in train service tied up 
for rest under the law and then towed or 
deadheaded into terminal, with or with- 
out engine or caboose, will be paid there- 
for as per section (e) the same as if they 
had run the train to such terminal. 

(g) Employees in train service tied up 
in obedience to law will not be required 
to watch or care for engines or perform 
other duties during the time tied up. 

(h) Yardmen required to work 16 hours 
will resume work when the rest period is 
up under the Federal law, and then be 
permitted to work 10 hours or paid 
therefor. 



(a) Engineers in train service will not 
be tied up unless it is apparent the trip 
can not be completed within the lawful 
time, and then not until after the expira- 
tion of 14 hours on duty under the Federal 
law, or within two hours of the time limit 
provided by State law, if State laws gov- 
ern. 

(6) If engineers in train service are tied 
up a less number of hours than provided 
in the preceding paragraph, they shall not 
be regarded as haying been tied up under 
the law, and their service will be paid 
for under the provisions of this schedule. 

(c) When engineers in train service are 
tied up between terminals under the law, 
they shall again be considered on duty 
and under pay immediately upon expi- 
ration of the minimum legal period off 
duty applicable to any member of the 
road crew, provided the longest period of 
rest required by any member of the train 
or engine crew, either 8 or 10 hours, shall 
be the period of rest for the entire crew. 

(d) Continuous trip will cover the 
movement straight away or turn around 
from initial point to the destination train 
is making when required to tie up. If 
any change is made in the destination 
after the crew is released for rest, a new 
trip will commence when the crew re- 
sumes duty. 

(e) Engineers in train service tied up 
under the law will be paid continuous 
time for mileage of their schedule from 
initial point to tie-up point. When they 
resume duty on a continuous trip, they 
will be paid miles or hours, whichever is 
the greater, from the tie-up point to the 
next tie-up point or to the terminal. It 
is understood that this article does not 
permit engineers to run through termi- 
nals unless such practice is permitted 
under the schedule. 

(/) Engineers in train service tied up 
for rest under the law and then towed or 
deadheaded into terminal, with or with- 
out engine or caboose, will be paid there- 
for as per section (e) the same as if they 
had run the train to such terminal. 

(g) If an engineer is required to watch 
or care for engines or perform other duties 
during the time tied up, he will be paid 
for such service at regular overtime rates. 

(h) Yard engineers required to work 16 
hours will resume work when the rest 
period is up under the Federal law and 
then be permitted to work 10 hours or 
paid therefor. 



RAILROAD LABOR ARBITRATIONS. 



183 



Article A. 



REQUESTS OF LOCOMOTIVE FIREMEN. 

Per mile. 

Passenger firemen §0. 0225 

Local freight firemen 0275 

Pick-up freight firemen 0275 

Through freight firemen 0265 

Per day. 1 

Work and wreck $2.40 

Yard firemen 2.40 

Overtime. 

Per hour. 

All freight and passenger service. $0. 27 
Yards and work trains .24 

Passenger service . —Straightaway or turn- 
around runs making over 100 miles will 
be paid on a mileage basis, overtime at 
rate of 20 miles per hour. Under 100 
miles, either straightaway or turn around, 
will be paid as 100 miles, overtime at rate 
of 20 miles per hour. 

Regular assigned passenger firemen 
called for sendee before and in addition to 
their regular run, before trips, or before 
registering off duty will be paid as follows: 

One hour or less $0. 27 

One to 5 hours 1. 10 

Over 5 hours and less than 10 hours. 2. 25 

Overtime on basis of 20 miles per hour. 

In all freight service. — Unless otherwise 
specified. 100 miles or less. 10 hours or less, 
either straightaway or turn around, to 
constitute a day. Over 100 miles or 10 
hours to be paid pro rata. Overtime at 
rate of 10 miles per hour. 

Firemen not assigned to a regular run 
may be used for more than (me class of 
service in one day or trip, and shall be 
paid the higher rate of pay for service per- 
formed, 10 hours or less, 100 miles or less, 
to constitute a day. Over 10 hours or 100 
miles to be paid pro rata. 

In counting overtime, 30 minutes will 
not be counted. Over 30 minutes will 
count one hour. 



AWARD OF THE BOARD OF ARBITRATION. 

Firemen in passenger service will be 
paid on the following trip basis: 

Elkins-Charleston $2. 95 

Overtime after 8 hours and 48 minutes. 

Gassaway- Roaring Creek Junction 
and return, including Coalton 

trips $2.95 

Overtime after 4 hours and 15 minutes 

in each direction. 



Gassaway-Charleston and return, 
including round trip, Sutton 
Branch $3. 25 

Overtime on the run, Gassaway to 
Charleston after 4 hours and 36 minutes; 
Charleston to Gassaway via Sutton, after 
5 hours and 15 minutes. One hour extra 
will be allowed for turning train at 
Charleston. 

The minimum daily allowance for fire- 
men in passenger service to be $2.50 for 
10 hours or less; overtime pro rata. 

The working time of firemen will begin 
at the time train is scheduled to leave and 
will continue until relieved from duty at 
end of run. In computing overtime, less 
than 30 minutes will not be counted. 
Thirty minutes, and less than one hour, 
will be counted one hour. All passenger 
overtime to be paid at the rate of 25 cents 
per hour. 

All excursion and other special pas- 
senger trips not provided for above will 
be paid on the basis of the minimum rate 
and overtime herein contained. 

Passenger firemen regularly assigned 
and called for emergency service before 
or in addition to their regular runs, before 
trips or before registering off duty, will be 
paid for such service on hourly basis at 
regular overtime rate. If over five hours 
are used in such service, they will be paid 
the minimum daily passenger rate and 
overtime if earned. • 

Per mile. 
Freight and mixed train service 

firemen $0. 026 

Per day.i 

Work and wreck train firemen $2. 40 

Yard firemen 2 2. 30 

Overtime. 

Per bour. 

All freight and mixed service $0. 26 

W T ork and wreck train service 24 

Yard service 23 



1 10 hours or less. 



1 Includes service on Sutton Branch performed by Gassaway yard crew. 



184 



RAILROAD LABOR ARBITRATIONS. 



In all freight and mixed train service, 
including mine runs, and pusher or helper 
service, 100 miles or less or 10 hours or 
less, will constitute a day's work; that on 
runs of 100 miles or less overtime will be 
paid for time in excess of 10 hours and on 
runs of over 100 miles overtime will be 
paid for the time used in excess of the 
.time necessary to complete the trip at an 
average speed of 10 miles per hour. The 
working time of the men will begin at the 
time they are scheduled to leave or time 
called to leave initial terminal, unless 
they leave earlier, and will continue until 
they are relieved from duty at the end of 
the run. Overtime will not commence 
until after expiration of 30 minutes in 
addition thereto, the 30 minutes to be 
reckoned as one hour. 

Firemen in all freight service may be 
assigned to turn-around service out of 
terminals regardless of the first-in-first-out 
rule until 100 miles or 10 hours have been 
made. 



GENERAL RULES. 



Section 1. Firemen will be called when 
possible 1 hour and 30 minutes before their 
time to leave, their time to be taken from 
the engineer's time ticket and to begin 
30 minutes before time they are called to 
leave. Firemen will be notified in writ- 
ing when time is not allowed as per time 
ticket, and the reason for nonallowance 
given. 

Sec 2. Yard firemen shall be allowed 
1 hour for meals between 11.30 and 1.30, 
and when not relieved between those 
hours shall be allowed 30 minutes for 
meals and be paid 1 hour overtime, 
and will not be required to remain on 
duty over 6 hours without a meal. 



Sec 3. When a fireman is called and 
not used he will be allowed regular rate 
per hour for all time held with a minimum 
of 3 hours and not lose his turn. 

Sec 4. Firemen used in other service 
than firemen shall receive their regular 
rate of pay, except when firemen are used 
as engineers or pilots, they shall receive 
the same rate of pay as engineers, and will 
not be required to fire and pilot at the 
same time. 



Section 1. Where callers are employed 
crews will be called a reasonable time be- 
fore leaving time of their trains provided 
they reside within 1 mile of the starting 
point, except crews assigned to regular 
runs scheduled to leave between 7 a. m. 
and 8.30 p. m. 

Employees will be notified when time 
is not allowed as claimed and the reason 
therefor given. 

Sec 2. Yard firemen shall be allowed 
1 hour for meals between 11.30 and 1.30 
for day and night service, and when not 
relieved between those hours shall be al- 
lowed 30 minutes for meals and be paid 
1 hour overtime, and will not be re- 
quired to remain on duty over 6 hours 
without a meal. 

The meal hour of crews working "split 
tricks " will be arranged between the com- 
pany and the employees affected to suit 
the local operating conditions and the 
convenience of the employees, provided, 
however, that a definite time will be fixed 
within which employees will be given 
their meal under the penalty provided in 
the preceding paragraph. 

Sec 3. When a fireman is called and 
not used he will be allowed regular rates 
per hour for all time held, with a mini- 
mum of 3 hours, and not lose his turn. 

Sec 4. Firemen used as pilots will re- 
ceive rate of pay of engineers. 



RAILROAD LABOR ARBITRATIONS. 



185 



Sec. 5. Firemen deadheading under or- 
ders on freight train will be allowed full 
pay, on passenger trains one-half pay of 
the service for which he is called or used. 



Sec 6. Road firemen doubling hills 
will be allowed actual mileage at the rate 
per mile paid on that train. 10 miles to 
constitute the minimum. When an en- 
gine is cut off to assist another train, this 
will be considered a double. 

Sec 7. Crews on through freight trains 
who pick up or set off at three or more 
places on straightaway trip, or two or 
more places on turn-around trip, will be 
paid local or pick-up rates for the trip, 
bad order cars do not count under this 
rule, changing tonnage to meet grade con- 
ditions not to be counted. 

Sec 8. Firemen acting as witnesses or 
attending court under instructions of an 
official of the company will be allowed 
the same amount they would have re- 
ceived on Jheir run provided any time is 
lost and will be paid their actual ex- 
penses. 



Sec 9. The seniority of firemen will 
be dated from the time called after they 
accept employment as firemen with the 
company. 

Sec 10. On or before the 1st of Jan- 
uary each year a seniority list of firemen 
shall be renewed and posted at all round- 
houses. 



Sec 5. Firemen deadheading under or- 
ders will receive one-half thpir regular 
rates. An employee who, for reasons of 
his own, quits work during a day or trip, 
and the employee who relieves him shall 
each be paid actual time. 

Sec 6. When firemen are required to 
double hills or cut off engine to assist an- 
other train, they shall be allowed actual 
miles at the rate per mile paid on their 
trains, with overtime basea on the total 
mileage made at the regular miles per 
hour basis when it accrues. 



Sec 8. Employees held off duty by 
the company to attend court .will be paid 
for the time lost at the regular rate for 
their respective class of service, and in 
addition, their hotel bills will be paid 
while held away from home, and such 
employees will assign their court fees and 
mileage certificates to the company. 

V hen held out of service to attend an 
investigation, they shall be paid for actual 
time lost, but no traveling or other ex- 
pense shall be allowed. No time will be 
allowed for attending the investigation 
if any member of their crew is found to be 
at fault. 

Sec 9. The seniority of firemen will be 
dated from the time called after they ac- 
cept employment as firemen with the 
company. 

Sec 10. A record will be kept showing 
the age of employees in service and lists 
will be posted on Gassaway bulletin 
board. In making promotions, qualifica- 
tions will govern: that is, record, ability, 
and. seniority. The seniority lists as now 
published shall govern, and the rights of 
employees shall extend over the entire 
road. 

Regular runs will be assigned, prefer- 
ence being given to the senior men who 
are qualified. When a regular run be- 
comes vacant, it will be advertised and 
will be given to the oldest qualified em- 
ployee in that branch of the service ap- 
plying for it. And in case the senior 
man declines a run, he shall not be en- 
titled to claim it later until it becomes 
again vacant, or until there is a change in 
runs or conditions. But a senior man 
who declines a run does not thereby lose 
his seniority rights except as to that run, 
and under the conditions then existing, 
and providing a qualified man in service 
is available who desires the run. 



186 



RAILROAD LABOR ARBITRATIONS. 



Sec. 11. Firemen will be promoted in 
accordance with their seniority and if 
they fail to pass the first examination they 
will be given a second, and if they fail 
on the second they will be given a third, 
provided the three examinations are 
taken during a period of nine months; 
should they fail on the third examination, 
they will be dropped to the bottom of the 
list. A fireman refusing to take examina- 
tion as set forth above will lose all rights 
and become the youngest man on the 
district at that time. All firemen pass- 
ing examination will receive a certificate 
of promotion from the proper official. 

Sec. 12. Any fireman having three 
years actual experience and able to pass 
all reasonable examinations will be pro- 
moted in their order of seniority in prefer- 
ence to employing engineers. In the 
event of a reduction in staff employed 
engineers will drop behind the last fire- 
man hired previous to engineer being 
employed. 

Sec. 13. Firemen passing their first 
reasonable examination will hold senior- 
ity as engineers in relation to each other 
as they did as fireman. Those who fail 
on their first examination will stand first 
in next class promoted. 

Sec. 14. Extra firemen shall run first in 
and first out. When an extra fireman gets 
an extra run or engine he shall hold such 
run or engine until the regular man re- 
turns, if his services are satisfactory. 



Sec. 15. Any fireman refusing a run or 
engine vacant or open to his choice by 
reason of his seniority rights forfeits there- 
by no seniority rights, but can not there- 
after claim the run or engine refused 
except in case of its being again vacant 
or in case he is thereafter deprived of a 
run which he holds. New and vacant 
runs to be advertised; application must 
be made within 10 days. A man being 
absent on account of sickness, suspension, 
or a leave of absence, if entitled to same, 
may claim and have the run or engine on 
his return. When a run is lengthened or 
shortened 20 miles or more or the home 
terminal is changed it shall be considered 
a new run and be advertised. 

Firemen assigned to regular runs shall 
run the same regardless of engines. 

Sec. 16. Firemen who become eligible 
for promotion and through no fault of their 
own are not examined and promoted will 
rank as engineers ahead of men who are 
employed as engineers between the time 
the fireman becomes eligible and the time 
he is promoted. It will be understood 



Sec 11. Firemen will be promoted in 
accordance with their seniority when 
their experience, ability, and record so 
admits. Those who decline to accept 
promotion or fail to pass the necessary ex- 
aminations, as hereinafter provided,' will 
go to the foot of the list or may be placed 
on the extra list, or may be dropped from 
the service. If a fireman fails in the 
second examination, he will be given 
another examination if he so requests in 
writing within six months. 



Sec. 12. Any fireman having three 
years actual experience and able to pass 
all reasonable examinations will be pro- 
moted in their order of seniority in prefer- 
ence to employing engineers. In the 
event of a reduction in staff employed 
engineers will drop behind the last fire- 
man hired previous to engineer being 
employed. 

Sec. 13. Firemen passing their first 
reasonable examination will hold senior- 
ity as engineers in relation to each other 
as they did as firemen. Those who fail 
on their first examination will stand first 
in next class promoted. 

Sec. 14. Firemen not assigned to reg- 
ular runs will be run first in first out. 

Extra firemen will run first in first out. 
When an extra fireman gets an extra run 
or engine he shall hold same until the re- 
turn of the regular man, except as follows: 

When a preferred freight or passenger 
run is vacant five days or less the first man 
out on extra board will be called. After 
five days the senior freight fireman will 
then take the run if he desires. 



RAILROAD LABOR ARBITRATIONS. 



187 



that firemen are eligible for promotion 
after three years actual experience in 
service as a fireman. 

Sec 17. No fireman shall be suspended 
or dismissed in serious cases except tem- 
porarily pending investigation, without a 
fair and impartial trial. All parties inter- 
ested must be present at the investiga- 
tion, but witnesses may be examined 
separately, and in the event of conflicting 
testimony those whose evidence conflicts 
will be brought together. The trial must 
be held within seven days and the fireman 
advised of the decision. He shall not be 
suspended pending trial for minor of- 
fenses. In case he is unjustly suspended, 
he shall be paid for the time lost. He 
shall have the right to appeal to the 
general officers, and in all cases may be 
represented by two members of the com- 
mittee. 

Sec. 18. Firemen will be exempted 
from scouring all brass, painting front 
ends and stacks, and wiping off the^r 
engines. They will, however, keep their 
cabs inside and out in a creditable con- 
dition. 

Sec 19. Firemen will be relieved of 
cleaning fire and ash pans and sparking 
out front ends at terminals where hostlers 
are employed. 

Sec 20. At terminals all fixed lights to 
be cleaned and ready for use, and all sup- 
plies and tools to be taken off and placed 
on engine, except, double-crewed yard 
engines. This does not relieve firemen 
from seeing that all supplies are on en- 
gines before going out on their trip. Fire- 
men, however, will not be held responsi- 
ble for faulty condition of same. 

Sec 21. Firemen will be exempted 
from throwing switches when accompa- 
nied by train crew. 

Sec 22. Engines running light over 
road except regular helper engines will bo 
furnished with a flagman when possible. 

Sec 23. Suitable protection against the 
weather will be placed on all engines 
during the winter months. Coolers will 
be furnished from May 1 to October 1 , and 
ice supplied where obtainable. 

Sec 24. Except in cases of emergency, 
where directed by the engineer, firemen 
will not be required to couple or uncouple 
engines, cut air hose, steam hose, or 
safety chains. 



Sec 17. No fireman shall be suspended 
or dismissed in serious cases except tem- 
porarily pending investigation, without a 
fair and impartial trial. X\l parties inter- 
ested must be present at the investiga- 
tion, but witness may be examined sep- 
arately, and in the event of conflicting 
testimony those whose evidence conflicts 
will be brought together. 

The trial must be held within seven 
days and the fireman advised of the deci- 
sion. He shall not be suspended pending 
trial for minor offenses. In case he is un- 
justly suspended, he shall be paid for the 
time lost. He shall have the right within 
30 days to appeal to the general officers, 
and in all cases may be represented by 
two members of the committee. 

Sec 18. Firemen will be required to 
keep their engine cabs clean inside and 
out, but will not be required to scour 
brass, paint front ends and stacks, and 
wipe off engines. 

Sec 19. Firemen will be relieved of 
cleaning fire and ash pans and sparking 
out front ends at terminals where hostlers 
are employed. 



Sec 21. Firemen will not be required 
to throw switches when accompanied by 
train crew, except in emergency. 

Sec 22. Engines running light o\er 
road except regular helper engines will be 
furnished with a flagman, when possible. 

Sec 23. Suitable protection against the 
weather will be placed on all engines dur- 
ing the winter months. Coolers will be 
furnished and ice supplied from May 1 to 
October 1, where obtainable. 

Sec 24. Except in cases of emergency, 
firemen will not be required to couple or 
uncouple engines, cut air hose, steam 
hose, or safety chains. 

Sec 25. In case of a passenger transter, 
the crew will transter and proceed. In 
case passenger engine is disabled, the 
passenger fireman will take the relief 
engine and proceed with the train. 

Sec 26. If requested, a clearance or 
service letter will be given an employee 
leaving the service, stating date entering 
and date leaving service, and cause of 
leaving. 



188 



RAILROAD LABOR ARBITRATIONS. 



Sec.,27. Leave of absence for 30 days 
or more, when granted, will be given only 
in writing and for a period not to exceed 
six months, except in case of sickness, 
and an employee on leave of absence 
must keep the officer issuing same advised 
of his address, and is subject to recall, 
except in case of sickness, upon 20 days' 
notice. 

Sec 28. An employee accepting offi- 
cial position with the company or tem- 
porary position in the shops or other class 
of service shall retain his rights on the 
road, providing he requests and receives 
a letter to that effect. 

APPLICATION OF THE 16-HOUR LAW. 

The requests of the employees and the award of the board of arbitration with respect 
to rules governmg the application of the 16-hour law were the same in the case of 
locomotive firemen as were shown for locomotive engineers above. 

PASSENGER SERVICE. 



REQUESTS OF CONDUCTORS AND TRAIN- 
MEN. 

Passenger trainmen will be paid as 
follows: 

Per mile. 

Conductors $0. 0208 

Baggagemen 0155 

Brakemen 0150 



Regular assigned trainmen in passenger 
service who are ready for service the en- 
tire month, and who do not lay off of their 
own accord, will receive the following 
monthly guaranty: 

Conductors $125 

Baggagemen. 75 

Brakemen 70 

exclusive of overtime; and the minimum 
mileage allowance and pay for each day 
used will be as follows: 

Conductors, not less than $4. 20 

Baggagemen, not less than. 2. 75 

Brakemen, not less than 2. 55 

exclusive of overtime. 

On turn-around runs, no single trip of 
which exceeds 80 miles, overtime will be 
paid for all time actually on duty, or held 
for duty in excess of 8 hours (computed 
on each run from the time required to re- 
port for duty to end of that run) within 12 
consecutive hours; and also for all time 
in excess of 12 consecutive hours com- 
puted continuously from time of first re- 
quired to report to final release at end of 
run. All other passenger train employees 
will be paid overtime on the basis of 20 
miles per hour, computed from the time 
required to report for duty until released, 
and separately for each part of a round - 
trip run. 



AWARD OF THE BOARD OF ARBITRATION. 

Passenger trainmen will be paid on the 
following trip basis: 

Charleston-El kins : 

Conductors $4. 10 

Baggagemen and expressmen. 2.70 

Brakemen and flagmen 2. 45 

Overtime after 8 hours and 48 minutes. 
Gassaway-Roaring Creek Junction and 

return, including Coalton trips: 

Conductors $4. 10 

Baggagemen and expressmen . 2. 70 
Brakemen and flagmen 2. 45 

Overtime after 4 hours and 15 minutes 
in each direction. 

Gassa way-Charleston and return, includ- 
ing round trip, Sutton Branch: 

Conductors. $4. 50 

Baggagemen and expressmen. 2. 95 
Brakemen and flagmen 2. 70 



Overtime on the run Gassa way to 
Charleston after 4 hours and 36 minutes; 
Charleston to Gassaway via Sutton, after 
5 hours and 15 minutes. One hour extra 
will be allowed for turning train at 
Charleston. 

The minimum daily allowance for each 
day used, exclusive of overtime, will be 
as follows: 

Conductors $4. 10 

Baggagemen and expressmen 2. 70 

Brakemen and flagmen 2. 45 

Ten hours or less to constitute a day's 
work. 

The working time of trainmen will 
begin at the time train is scheduled to 



RAILROAD LABOR ARBITRATIONS. 



189 



Overtime in passenger-train service 
-will not commence until after the expi- 
ration of 30 minutes in addition thereto, 
the 30 minutes to be reckoned as one 
hour, at the following rates: 

Per hour. 

Conductors $0. 42 

Baggagemen 25 

Brakemen 24 

Regular assigned passenger trainmen 
called for service before and in addition 
to their regular run before trips, or before 
registering off duty, will be paid as 
follows: 

Conductors: 

1 hour or less $0.42 

Over 1 hour and 5 hours or less . 2. 10 
'Over 5 hours or less than 10 

hours 4.20 

Baggagemen : 

1 hour or less 24 

Over 1 hour and 5 hours or less . 1. 20 
Over 5 hours or less than 10 

hours 2. 65 

Brakemen: 

1 ho in or less 24 

Over 1 hour and 5 hours or less . 1. 20 
Over 5 hours or less than 10 
hours 2.55 

Service in excess of 100 miles will not 
l)e considered emergency work as in the 
meaning of this rule. 

Reductions in crews or increases of 
mileage in passenger train service from 
assignment in effect May 31, 1910, will 
not be made for the purpose of offsetting 
these increases in wages. This, however, 
is not to be understood as preventing 
readjustment of runs in short turn- 
around service that are paid under 
minimum rules for the purpose of avoid- 
ing payment of excess mileage or over- 
time that would accrue under these rules 
without reducing the number of crews, 
nor is it to be understood as preventing 
the addition of mileage to runs as new 
trains are added to the time-table. 

Through and irregular freight service 
will be paid as follows: 

Per mile. 

Conductors $0.0363 

Flagmen 02525 

Brakemen 0242 

Runs of 100 miles or less, either straight- 
away or turn around, will be paid for 100 
miles. 

Crews in all freight service may be 
assigned to turn-around service out of 
terminals, regardless of the first-in-first- 



leave and will continue until relieved 
from duty at end of run. In computing 
overtime, less than 30 minutes will not be 
counted. Thirty minutes, and less than 
one hour, will be counted one hour. 

All passenger overtime to be paid at 
the following rates per hour: 

Conductors $0. 41 

Baggagemen and expressmen 27 

Brakemen and flagmen 245 

All excursion service and other special 
passenger trips not provided for above 
will be paid on the basis of the minimum 
rates and overtime herein contained. 

Passenger trainmen regularly assigned 
and called for emergency service before 
or in addition to their regular run be- 
fore trips or before registering off duty 
will be paid for such service on hourly 
basis at regular overtime rates. If over 
five hours are used in such service, they 
will be paid the minimum daily pas- 
senger rates and overtime if earned. 



Freight and mixed service,will be paid 

as follows: 

Per mile. 

Conductors $0. 0355 

Flagmen 0255 

Brakemen . 0240 

Runs of 100 miles or less, either straight 
away or turn around, will be paid for 100 
miles. 



190 



RAILROAD LABOR ARBITRATIONS, 



out rule, until 100 miles or 10 hours have 
been made. 

Local freight, mixed train, pick-up, and 
drop-service men will be paid as follows: 

Per day. 

Conductors $3. 975 

Flagmen 2.80 

Brakemen 2. 70 

Mileage in excess of 100 miles in any day 
will be paid for in addition pro rata. 
Trainmen on traveling switchers will be 
paid local pick-up rates. 

In all freight and mixed-train service, 
including mine runs, and pusher or 
helper service, 100 miles or less, or 10 
hours or less, will constitute a day's work; 
that on runs of 100 miles or less overtime 
will be paid for time in excess of 10 hours, 
and on runs of over 100 miles overtime 
will be paid for the time used in excess 
of the time necessary to complete the trip, 
at an average speed of 10 miles per hour. 
The working time of the men will begin at 
the time they are required to report for 
duty and do so report, and will continue 
until they are relieved from duty at the 
end of the run. 

Overtime will not commence until 
after expiration of 30 minutes in addition 
thereto, the 30 minutes to be reckoned as 
one hour for the class of service per- 
formed. 



Work, construction, or wrecking trains 
to be paid through freight rates, 100 
miles or less, 10 hours or less, to constitute 
a day's work, and overtime pro rata. 



Trainmen deadheading under order on 
freight trains will receive full y freight- 
train rates, and on passenger train, one- 
half their regular rates. Trainmen run- 
ning with light engine, or engine and 
caboose will be paid full through freight 
rates. 

Yard servicer 

Conductors — Per hour. 

Day $0.35 

Night 37 

Brakemen — 

Day 32 

Night + .34 

Ten hours or less to constitute a day's 
work. Overtime will not commence 
until after tho expiration of 30 minutes 
in addition thereto, the 30 minutes to be 



In all freight and mixed-train service, 
including mine runs, and pusher or helper 
service, 100 miles or less, or 10 hours or 
less, will constitute a day's work; that 
on runs of 100 miles or less overtime will 
be paid for time in excess of 10 hours, and 
on runs of over 100 miles overtime will be 
paid for the time used in excess of the 
time necessary to complete the trip, at an 
average speed of 10 miles per hour. The 
working time of the men will begin ajt the 
time they are scheduled to leave or time 
called to leave initial terminal, unless 
they leave earlier, and will continue until 
they are relieved from duty at the end of 
the run. 

Overtime will not commence until after 
expiration of 30 minutes in addition 
thereto, the 30 minutes to be reckoned as 
one hour. 

Crews in all freight service may be 
assigned to turn-around service out of ter- 
minals regardless of the first-in-first-out 
rule until 100 miles or 10 hours have 
been made. 

Work or construction trains to be paid 
through freight rates, 100 miles or less, 10 
hours or less, to constitute & day's work, 
and overtime pro rata. 

Wrecking trains will be paid actual 
mileage at freight rates to and from the 
wreck, and the hourly overtime rate 
while working at wreck. 

Trainmen deadheading under orders 
will receive one-half their regular rates. 
Trainmen running with light engine, or 
engine and caboose will be paid freight 
rates. An employee quitting work for 
reasons of his own, during a day or trip 
and the employee relieving him each will 
be paid for actual time. 

Yard sendee: 1 Per hour. 

Conductors $0.32 

Brakemen 25 



Ten hours or less to constitute a day's 
work and be paid for as 10 hours. If 
worked more than 10 hours, additional 
hours will be paid for at the regular 



1 Includes service on Sutton Branch performed by Gasaway yard crew. 



RAILROAD LABOR ARBITRATIONS. 



191 



horuly rate. Less than 30 minutes will 
not be paid for. Thirty minutes and less 
than one hour will be reckoned as one 
hour. 

Yardmen will report for day duty at 7 
a. m. and for night duty at 7 p. m., un- 
less the exigencies of the service require 
other hours. 

Yard conductors and brakemen shall 
be allowed one hour for meals between 
11.30 and 1.30 for day and night service, 
and when not relieved between these 
hours shall be allowed 30 minutes for 
meals and be paid one hour overtime, 
and will not be required to remain on 
duty over six hours without a meal. 

The meal hour of crews working "split 
tricks" will be arranged between the 
company and the employees affected to 
suit the local operating conditions and the 
convenience of the employees; provided, 
however, that a definite time will be 
fixed within which employees will be 
given their meal under the penalty pro- 
vided in the preceding paragraph. 



reckoned as one hour. Yardmen will re- 
port for duty at 7 a. m. and 7 p. m., un- 
less the exigencies of the service require 
other hours. 

GENERAL YARD RULES. 

Sec I. The rules in the trainmen's 
schedule shall govern yardmen where 
they apply. 

Sec II. Where conditions will permit, 
the established time for day and night 
yardmen to start work shall be 7 a. m. 
and 7 p. m., respectively. 

Sec. III. Engines started at other 
times than between 7 a. m. and 11 a. m. 
will be paid night rates. 

Sec IV. In yard service 10 hours or 
less to constitute a day. Overtime will 
be allowed after 10 hours. 

Sec V. One hour will be allowed 
without pay for meals, commencing be- 
tween 11.30 and 12.30. If not relieved 
until 12.30, 30 minutes will be allowed 
for meals, and the hour paid for. 

Sec VI. All engines working in yard 
or transfer shall be equipped with a 
headlight, footboard, and grab iron on 
front and rear. Any engine temporarily 
assigned to such service shall be so 
equipped at the first opportunity. 

Sec VII. Yardmen will not be re- 
quired to chain up cars, couple or un- 
couple air hose in yards or on repair 
tracks where car repairers are available. 

This agreement shall remain in effect 
until revised or abrogated, of which inten- 
tion 30 days written notice shall be given. 

This agreement not to operate to reduce 
the compensation now paid for any serv- 
ice under the pay schedule. 

APPLICATION OF 16-HOUR LAW. 

The requests of the employees and the award of the board of arbitration with respect 
to rules governing the application of the 16-hour law were the same in the case of 
conductors and trainmen as were shown for locomotive engineers above, with the 
exception of article (g), as follows: 

(g) Employees in train service tied up 
in obedience of law will not be required to 
watch or care for engines or perform other 
duties during the time tied up. 



(g) If an employee in train service is 
required to watch or care for engine or 
train or perform other duties during the 
time tied up, he will be paid for such 
service at regular overtime rates. 



General Rules for Trainmen. 



Section 1. Qualifications being equal, 
seniority shall prevail. All runs and per- 
manent vacancies in assigned service will 
be advertised on a bulletin board for 10 
days, and at the expiration of that time 
given the oldest employee making appli- 
cation in writing. Trainmen being dis- 
qualified for runs will be given the reason 
or reasons therefor, in writing, upon 
request. Failing to make application for 
a run will not affect seniority except 
where promotion is involved. 



Section 1. A record will be kept show- 
ing the age of employees in service and 
lists will be posted on Gassaway bulletin 
board. In making promotions, qualifi- 
cations will govern; that is, record, abil- 
ity, and seniority. The seniority lists as 
now published shall govern. The rights 
of employees shall extend over the entire 
road. 

Regular runs will be assigned, prefer- 
ence being given to senior men who are 
qualified. When a regular run becomes 



192 



BAILROAD LABOE ARBITRATIONS. 



Sec. 2. Brakemen shall rank from the 
time they make their first trip for pay. 
Conductors will be promoted from the 
ranks of brakemen, and no conductor will 
be employed when there are men eligible 
and qualified for promotion. They shall 
be given 15 days notice to prepare for 
examination for promotion. If they fail 
upon the first examination, a second shall 
be given within 30 days. 

Sec 3. A roster of trainmen will be 
posted in a conspicuous place in the yard 
office at terminal, and will be corrected 
semiannually. 

Sec 4. Employees will not be disci- 
plined without proper investigation being 
made, but may be suspended pending an 
investigation, which shall be held within 
five days after suspension. They may, if 
they desire to, choose some conductor, 
trainman , or yardman to represent them at 
the investigation. The suspended em- 
ployee may, if he so desires, be present 
and hear all the evidence in his case for 
which he is held out of service. Any 
actual witness of the occurrence, except 
discharged employees, may be heard at 
the investigation. Indefinite suspension 
shall not be applied as discipline. Rec- 
ord of men who have been suspended 
from train service and found blameless 
will remain as previous thereto, and they 
will be paid full time for time lost, at 
their regular rate of pay. Men taken out 
of service will be notified of the cause and 
length of suspension inside of 72 hours 
after the investigation is completed. 

Sec 5. The management accords to 
any trainman who thinks he has been 
unjustly dealt with the right to be repre- 
sented by a committee of adjustment, who 
shall be given an audience by the proper 
official. 

Sec 6. Trainmen discharged from the 
service of the company will forfeit their 
seniority, unless reinstated within one 
year. A trainman leaving the service 
of his own accord forfeits seniority. A 
trainman may be given a furlough of six 
months, and at the end of that time, upon 
making application to his proper officer, 
resume his employment without losing 
his seniority. 



vacant it will be advertised and vill be 
given to the oldest qualified employee in 
that branch of the service applying for it. 
And in case the senior man declines a run 
he shall not be entitled to claim it later 
until it again becomes vacant, or until 
there is a change in runs or conditions. 
But a senior man who declines a run does 
not thereby lose his seniority rights ex- 
cept as to that run, and under the condi- 
tions then existing, and providing a quali- 
fied man in service is available who de- 
sires the run. 

Sec. 2. The seniority standing of brake- 
men, flagmen, and baggagemen shall date 
from the time they make their first trip for 
pay. Conductors will be promoted from 
the ranks of trainmen, and no conductor 
will be employed when there are men 
eligible and qualified for promotion. 
Candidates for promotion shall be given 
15 days to prepare for examination. If 
they fail upon the first examination, a 
second shall be given within 30 days. 



Sec 4. Trainmen will not be disci- 
plined without proper investigation being 
made, but may be suspended pending an 
investigation, which shall beheld within 
five days after suspension. They may 
choose a conductor, trainman, or yardman 
to represent them at the investigation. 
The suspended employee may be present 
and hear all the evidence in his case for 
which he is held out of service. Any 
actual witness of the occurrence, except 
discharged employees, may be heard at 
the investigation. Indefinite suspension 
shall not be applied as discipline. Rec- 
ord of men who have been suspended 
from train service and found blameless 
will remain as previous thereto, and they 
will be paid full time lost, at their regular 
rate of pay. Trainmen taken out of ser- 
vice will be notified of the cause and 
length of suspension inside of 72 hours 
after the investigation is completed. 

Sec 5. The management accords to 
any trainman who thinks he has been un- 
justly dealt with the right to be repre- 
sented by a committee of employees, who 
shall be given an audience by the proper 
official. 

Sec 6. An employee dismissed for 
cause may be reinstated if application for 
same is made in writing within six months 
of the date of such dismissal. 

Leave of absence for 30 days or more, 
when granted, will be given only in writ- 
ing and for a period not to exceed six 
months, except in case of sickness, and 
an employee on leave of absence must 
keep the officer issuing same advised of 



RAILROAD LABOR ARBITRATIONS. 



193 



Sec. 7. All pilots will receive conduc- 
tor's pay. 

Sec 8. Thro ugh-freight crews, who pick 
up or set off at three or more places on 
straightaway trip, or two or more places on 
a turn-around trip, will be paid local 
rates for the trip. Bad-order cars not to 
count under this rule. Change in ton- 
nage to meet grade conditions not to be 
counted. 

Sec 9. Trainmen doubling hills shall 
be paid actual mileage at the rate per mile 
paid on that train, 10 miles to constitute 
the minimum; said allowance independ- 
ent of all other time made on the trip. 

Sec 10. Trainmen summoned as wit- 
nesses for the company in the courts or 
similar service shall receive their stated 
rate of wages if any time is lost while in 
attendance, and their necessary traveling 
and hotel expenses. When summoned by 
the company to attend an investigation, 
they shall be paid for actual time lost in 
attending to the investigation, but no 
traveling expenses. 



Sec 11. So far as practicable, crews 
will be run so as to give them their lay- 
over at the terminal at which they reside. 

Sec. 12. Trainmen will be notified in 
writing when time is not allowed as per 
time slip and reason for nonallowance 
given. 

Sec 13. All train crews shall be pro- 
vided with a coach, caboose, or combina- 
tion car attached to the rear of train, ex- 
cept in emergency cases. 

Sec 14. Trainmen will not be required 
to turn, sand, or coal engines at terminals 
or intermediate points where hostlers are 
employed, except in cases of emergencies. 
Trainmen required to coal up engines by 
hand will be allowed a minimum of one 
hour for each engine coaled; said allow- 
ance independent of all other time made 
on the trip. 

Sec 15. No fines shall be imposed. 

Sec 16. Effort will be made to furnish 
employment suitable to their, capacity to 
men who are injured while in the dis- 
charge of their duty. 

Sec 17. All trainmen, except those 
holding regular runs, will run first in 
first out. 

Sec 18. Trainmen required to change 
their runs and by the change obliged to 
move, family and household goods will 
be moved free of charge on application 
to the superintendent. 



his address and is subject to recall, except 
in case of sickness, upon 20 days' notice. 
Sec 7. All pilots will receive conduc- 
tor's pay. 



Sec 9. Trainmen doubling hills shall 
be paid actual mileage at the rate per mile 
paid on their train, with overtime based 
on the total mileage made at the regular 
miles per hour basis when it accrues. 

Sec 10. Employees held off duty by the 
company to attend court will be paid for 
time lost at the regular rate for their re- 
spective class of service and in addition 
their hotel expenses will be paid while 
held away from home ; and such employ- 
ees will assign their court fees and mileage 
certificates to the company. 

When held out of service to attend an 
investigation, they shall be paid for actual 
time lost but no traveling or other expense 
shall be allowed. No time will be al- 
lowed for attending the investigation if 
any member of their crew is found to be at 
fault. 

Sec 11. So far as practicable, crews will 
be run so as to give them their lay-over at 
the terminal at which they reside. 

Sec 12. Trainmen will be notified in 
writing when time is not allowed as per 
time slip and the reason therefor. 

Sec 13. All train crews shall be pro- 
vided with a coach, caboose, or combina- 
tion car attached to the rear of train, except 
in emergency cases. 

Sec 14. Trainmen will not be required 
to sand or coal engines at terminal or inter- 
mediate points where hostlers are on duty, 
nor to turn engines except on Y, except 
in case of emergency; trainmen required 
to coal up engines by hand will be allowed 
the time consumed, with a minimum of 
one hour for each engine coaled, at regular 
overtime rates, said allowance to be inde- 
pendent of all other time made on the trip. 

Sec 15. No fines shall be imposed. 

Sec 16. Effort will be made to furnish 
employment suitable to their capacity to 
men who are injured while in the dis- 
charge of their duty. 

Sec 17. All trainmen, except those 
holding regular runs, will run first in 
first out. 

Sec 18. Trainmen required to change 
their runs and by the change are obliged 
to move their family and household 
goods will be moved free of charge on 
application to the superintendent. 



51393°— S. Doc. 403, G4-1- 



-13 



194 



KAILR0AD LABOR ARBITRATIONS. 



Sec. 19. When trainmen are called 
and not used they will be allowed regular 
rate per hour for all time held, with a 
minimum of three hours and not lose 
their turn. 

Sec. 20. When a train crew is run 
around at terminal they shall receive 100 
miles for each run around. Extra men 
when run around will receive the same 
as though they had gone out on trip they 
stood for. Trainmen run around will go 
to the foot of the list. 

Sec 21. So far as possible, each con- 
ductor will at all times be provided with 
at least one experienced brakeman, and 
on trains where there, are three brakemen 
assigned to each crew, at least two of 
them will be experienced men. 

Sec 22. Instructions relative to the 
movement of trains or the disposition of 
cars between terminals will be given 
trainmen in writing. 

Sec 23. Passenger crews at terminal 
stations where shifting crews, hostlers, 
or car inspectors are located will not be 
required to cut or couple hose, shift 
trains, or turn engine, except to turn 
train on Y when necessary. 



Sec 19. When trainmen are called 
and not used they will be allowed regular 
rate per hour for all time held with a 
minimum of three hours and not lose 
their turn. 



Sec 21. So far as possible, each con- 
ductor will at all times be provided with 
at least one expercienced brakeman, and 
on trains where there are three brakemen 
assigned to each crew, at least two of 
them will be experienced men. < 

Sec 22. Instructions relative to the 
movement of trains or the disposition of 
cars between terminals will be given 
trainmen in writing. 



general yard rules. 



Sec 6. All engines working in yard 
or transfer shall be equipped with a head- 
light, footboard, and grab iron on front 
and rear. Any engine temporarily as- 
signed to such service shall be so equipped 
at the first opportunity. 

Sec 7. Yardmen will not be required 
to chain up cars, couple or uncouple air 
hose in yards or on repair tracks where 
car repairers are available. 

This agreement shall remain in effect 
until revised or abrogated, of which in- 
tention 30 days written notice shall be 
given. 



Sec 6. All engines in yard or transfer 
service shall be equipped with a head- 
light, footboard, and grab irons on front 
and rear. Any engine temporarily as- 
signed to such service shall be so equipped 
at first opportunity. 

Sec 7. Yardmen will not be required 
to chain up cars except in case of emer- 
gency. 



Sec 8. Where callers are employed, 
crews will be called a reasonable time 
before leaving time of their trains pro- 
vided they reside within 1 mile of the 
starting point, except crews assigned to 
regular runs scheduled to leave between 
7 a. m. and 8.30 p. m. 

Sec 9. If requested, a clearance or 
service letter will be given an employee 
leaving the service, stating the date en- 
tering and date leaving the service and 
cause of leaving. 



APPLICATION OF THE AWARD. 

(a) rates of pay. 



In the series of statements which follow a comparison is made of 
the rates of pay of engineers, firemen, and conductors and trainmen, 
in effect on the Coal & Coke Railway before and after the award of 
the board of arbitration. The comparison is based on the official 
schedules governing rates of pay and working conditions before and 



RAILROAD LABOR ARBITRATIONS. 



195 



after the award, and is confined to the classes of service for which 
comparable data could be obtained from these schedules. As a 
result of the change in the method of fixing the payment of passenger 
conductors and trainmen from a monthly basis before the award to 
a trip basis subsequent to the award, the comparative statement in 
the case of these employees is confined to freight, work, wreck, and 
mixed train and yard service. The introduction of trip rates as a basis 
of compensation in passenger service, in the schedules established by 
the award has also precluded a presentation of the results of the arbi- 
tration with respect to the rates of pay of engineers, and firemen in 
this branch of service. As pointed out above, however, the daily 
rates of pay of engineers and firemen in passenger service under the 
schedule in effect before the award correspond to the minimum daily 
allowance for each day used in this branch of service under the rates 
established as a result of the arbitration. 

' By referring to the following table it will be seen that locomotive 
engineers as a result of the award of the board of arbitration received 
an increase in rates of pay in freight and mixed train service of 7.8 
per cent; in work and wreck train service, of 33.3 per cent; and in 
yard service, 18.3 per cent. 

Amount and per cent of increase in rates of pay of locomotive engineers, as a result of the 
award of the board of arbitration, effective Apr. 1, 1911. 



Class of service. 


Rate per day. 


Increase. 


1910 


1911 


Amount. 


Per cent. 




S3. 85 
3.00 
3.00 


84.15 

4.00 
13.55 


$0.30 

,1.00 

.55 


7 8 




33 3 


Yard 


18.3 







i Includes service on Sutton Branch performed by Gassaway yard crew. 

In the case of locomotive firemen, as is shown in the following 
table, increases in rates of pay were secured, as a result of the arbitra- 
tion award, amounting in freight and mixed train service to 8.3 per 
cent, in work and wreck train service to 20 per cent, and in yard 
service to 15 per cent. 

Amount and per cent of increase in rates of pay of locomotive firemen, as a result of the 
award of the board of arbitration, effective Apr. 1, 1911. 



Class of service. 


Rate per day. 


Increase. 


1910 


1911 


Amount. Per cent. 




$2.40 
2.00 
2.00 


$2.60 

2.40 

12.30 


80.20 
.40 
.30 


8.3 




20.0 


Yard 


15.0 







i Includes service on Sutton Branch performed by Gassaway yard crew. 

As a result of the arbitration award, conductors received increases 
in rates of pay ranging from 7.6 per cent in freight and mixed train 
service, to 14.3 per cent in yard service and 26.8 per cent in work 
and wreck train service. The rates of pay of flagmen were advanced 
6.3 per cent in freight and mixed train service, and 27.5 per cent in 



196 



RAILROAD LABOR ARBITRATIONS. 



work and wreck train service. Brakemen in freight and mixed train 
service were advanced 9.1 per cent, in work and wreck train service 
20 per cent, and in yard service 25 per cent. 

Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration. 



Class of service. 


Rate per day. 


Increase. 


1910 


1911 


Amount. 


Per cent. 


Freight and mixed train: 

Conductors 


$3.30 
2.40 
2.20 

2.80 
2.00 
2.00 

2.80 
2.00 
2.00 

2.80 
2.00 


$3.55 
2.55 
2.40 

3.55 
2.55 
2.40 

3.55 
2.55 
2.40 

13.20 
12.50 


$0.25 
.15 
.20 

.75 
.55 
.40 

.75 
.55 
.40 

.40 
.50 


7.6 


Flagmen 


6.3 




9.1 


Work train: 


26.8 




27.5 




20*. 


Wreck train: 


26.8 




27.5 




20.0 


Yard: 


14.3 




25.0 







i Includes service on the Sutt jn Branch performed by Gassaway yard crew. 
' (b) working conditions. 

In connection with the wage increases awarded by the board of 
arbitration the structure of rules governing working conditions was 
enlarged by the award to include stipulations respecting conditions 
of employment not covered by the official schedule in effect before 
the arbitration. In the new schedule rules are incorporated as a 
result of the award governing emergency service, promotion, sus- 
pension, dismissal, or the imposition of discipline, special duties, 
protection against the weather, the meal hour, and special privileges. 
Stipulations respecting the observance of the law limiting the hours 
of continuous service of train crews comprise in part the new rules 
incorporated in the official schedule adopted as a result of the 
arbitration. 

The concessions to the employees involved in the arbitration 
award with respect to suspension, dismissal, or the imposition of 
discipline, including the guaranty of a fair and impartial trial or 
investigation, right of appeal, and pay for time lost through unjust 
suspension, replace the rule in effect before the award which was 
confined to a statement that "no employee will be discharged, sus- 
pended, or demerited without good and sufficient cause.' ; 

In response to the request of the employees the basis of a day's 
work in freight and mixed train service was reduced from 11 hours 
to 10 hours or less; service of 10 hours or less in freight and mixed 
train, as well as in passenger service, involving a full day's pay, as 
compared with the preexisting rule limiting compensation for service 
of only 6 hours or less, to payment for time actually worked. In 
conformity with the award the basis of a day's work in yard, work, 
and wreck train service is also fixed in the new schedule at 10 hours 
or less, as contrasted with payment at hourly rates for time actually 
worked, under the rule in effect before the arbitration. 



XIV. 

RAILROADS IN EASTERN TERRITORY AND BROTHERHOOD OF 
LOCOMOTIVE ENGINEERS: 1912. 

THE ENGINEERS' ARBITRATION IN EASTERN TERRITORY IN 1912. 



Early in the 3-ear 1912 the Brotherhood of Locomotive Engineers, 
on behalf of the engineers employed on 52 railroads in the eastern 
section of the United States, presented a concerted request to the 
management of these railroads for a general increase in wages and 
for certain modifications in the rules governing their employment. 

The railroads which entered into the concerted movement were as 
follows : 



Baltimore & Ohio Railroad. 

Bessemer & Lake Erie Railroad. 

Boston & Albany Railroad. 

Boston & Maine Railroad. 

Buffalo, Rochester & Pittsburgh Railway. 

Buffalo & Susquehanna Railway. 

Central New England Railway. 

Chicago, Indianapolis & Louisville Rail- 
way . 

Chicago, Terre Haute & Southeastern 
Railway. 

Chicago, Indiana & Southern Railroad. 

Cincinnati Northern Railroad. 

Cincinnati, Hamilton & Dayton Railway. 

Cleveland, Cincinnati, Chicago & St. 
Louis Railway. 

Coal & Coke Railway. 

Delaware & Hudson Co. 

Delaware, Lackawanna & Western Rail- 
road. 

Detroit, Toledo & Ironton Railroad. 

Dunkirk, Allegheny Valley & Pittsburgh 
Railroad. 

Dayton & Union Railroad. 

Erie Railroad. 

Grand Rapids & Indiana Railway. 

Hocking Valley Railway. 

Indiana Harbor Belt Railroad. 

Indianapolis Union Railway. 

Kanawha & Michigan Railway. 

Lake Erie & Western Railroad. 



Lake Erie, Alliance & Wheeling Railroad. 

Lake Shore & Michigan Southern Rail- 
way. 

Lehigh Valley Railroad. 

Long Island Railroad. 

Maine Central Railroad. 

Michigan Central Railroad. 

New York Central & Hudson River Rail- 
road. 

New York, Chicago & St. Louis Railroad. 

New York, New Haven & Hartford Rail- 
road. 

New York, Ontario & Western Railway. 

New York, Philadelphia & Norfolk Rail- 
road. 

New York, Susquehanna & Western 
Railroad. 

New Jersey & New York Railroad. 

Pennsylvania Lines — East. 

Pennsylvania Lines — West. 

Pere Marquette Railroad. 

Pittsburgh & Lake Erie Railroad. 

Philadelphia & Reading Railway. 

Toledo & Ohio Central Railway. 

Toledo, St. Louis & Western Railroad. 

Vandalia Lines. 

Western Maryland Railway. 

Wheeling & Lake Erie Railroad. 

West Side Belt Line. 

Wabash Pittsburgh Terminal Railway. 

Zanesville & Western Railway. 



This concerted movement resulted in conferences held in New York 
City on March 14, 15, and 25 between representatives of the Brother- 
hood of Locomotive Engineers and a conference committee of man- 
agers representing the railroads. At the last of these conferences 
the representatives of the railroads declined to grant the requests of 
the engineers either in whole or in part. This refusal led to a strike 
vote among the engineers upon the roads concerned, 93.3 per cent 

197 



198 EAILEOAD LABOK AEBITEATIONS. 

of the engineers voting in favor of a strike provided a satisfactory 
settlement could not otherwise be made. 

In the hope that some means might be found to adjust the matters 
in dispute without resort to a strike, Martin A. Knapp, presiding 
judge of the United States Commerce Court, and Chas. P. Neill, 
United States Commissioner of Labor, tendered their friendly offices 
to the contending parties. This they did under the terms of the 
Federal law commonly known as the Erdman Act. Their attempt, 
however, to settle the difficulty by means of mediation failed, and 
thereupon they undertook to bring about a settlement of the differ- 
ences by arbitration proceedings. 

Both sides to the controversy agreed to the principle of arbitration, 
but they would not accept arbitration under the provisions of the 
Erdman Act. In consultation with Judge Knapp and Commis- 
sioner Neill, it was arranged that the questions at issue be submitted 
to a board of arbitration consisting of seven members, one to be 
named by the railroads, one by the engineers, and these two to agree 
upon five others. It was furthermore arranged that if the first two 
arbitrators should not be able to agree upon the five others within a 
period of 15 days after their own appointment, these five were to be 
selected by a committee consisting of the Chief Justice of the United 
States, the presiding judge of the Commerce Court, and the Com- 
missioner of Labor. > 

The railroads selected as their representative Daniel Willard, 
president of the Baltimore & Ohio Railroad, and the Brotherhood 
of Locomotive Engineers selected as their representative P. H. 
Morrissey, former grand master of the Brotherhood of Railroad 
Trainmen. These two failed to reach an agreement within the 
allotted time on the other five members to constitute the board. 
They agreed, however, to a list of names from which they were willing 
that the other arbitrators should be selected, and from this list the 
committee named appointed the other five members of the board. 
The five named by this committee were Oscar S. Straus, of New 
York City; Dr. Chas. R. Van Hise, of Madison, Wis.; Frederick 
N. Judson, of St. Louis, Mo.; Dr. Albert Shaw, of New York City, 
and Otto M. Eidlitz, of New York City, who, together with the 
two arbitrators selected by the respective parties to this controversy, 
constituted the board of arbitration provided for in the agreement 
referred to. 

It was also provided in this agreement that a majority of the mem- 
bers of this board should be competent to make a valid and binding 
award, and each of the parties pledged itself to accept and abide by 
the award rendered for the period of one year from its effective date, 
and thereafter subject to the usual 30 days notice. It was also stipu- 
lated that the necessary expenses of the board, including the com- 
pensation and expenses of its members, stenographers' fees, and all 
other expenses should be divided equally between the parties to the 
proceeding. 

It was agreed that the matters in dispute to be submitted to the 
board for decision should be the requests of the engineers which had 
been submitted by them to said railroads. These requests were as 
follows: 



RAILROAD LABOR ABBITEATIONS. 199 

REQUESTS SUBMITTED TO ARBITRATION. 

Passenger rates. — Engines with cylinders of 20 inches or less in 
diameter, $4.40 per 100 miles or less. Engines with cylinders over 20 
inches in diameter, $4.60 per 100 miles or less. Miles made in excess 
of 100, pro rata. 

Overtime in through passenger service to be computed on a basis 
of 20 miles per hour. Overtime will be paid for at 70 cents per hour. 

Electric service. — Whenever electric service is installed or now in 
operation locomotive engineers will take the positions on electric 
locomotives or multiple-unit trains under the prevailing schedules 
governing rates of pay and conditions in steam service. Any change 
from steam to electricity or other motive power in any form at any 
point on the system, such power will be manned by engineers and 
paid according to the service for the territory affected, or where 
electric or multiple-unit trains enter upon steam tracks or tracks 
formerly operated by steam or where trackage rights are leased to 
holding companies they shall be operated by engineers operating 
steam trains on said tracks. 

Freight rates. — Engines with cylinders of 20 inches in diameter or 
less, $5.25. Engines with cylinders over 20 inches in diameter and 
less than 24 inches in diameter, $5.50. Engines with cylinders over 
24 inches, except Mallets, $5.75. Mallet type of engines, $7. 

One hundred miles or less, 10 hours or less, to constitute a day's 
work. All over 100 miles to be paid pro rata. Overtime to be com- 
puted on a basis of 10 miles per hour and paid for pro rata. Through 
freight rates to apply to all mine runs, work, wreck, pusher or helper, 
milk, roustabout, and circus trams, according to class of engines. 
Overtime to be computed on minute basis. 

Engineers will be paid at overtime rate for all time over 15 hours 
held at other than their home terminal. 

Twenty five cents per 100 miles or less additional to be added to 
through freight rates for local freight service according to class of 
engines. 

Switching service. — Rates for engines in switching service, $4.50 

Eer day. Ten hours or less to constitute a day's work. All over 10 
ours to be paid for pro rata. Overtime to be computed on minute 
basis. 

Belt-line service. — Engineers in belt-line service will be paid $5 per 
day, 10 hours or less to constitute a day. All over 10 hours, 50 cents 
per hour. Overtime to be computed on minute basis. 

Engineers of single-crewed yard and belt-line engines will report 
for duty at the appointed time and will receive one-half hour's pay 
in addition to the regular day's pay for reporting 30 minutes in ad- 
vance of the commencement of the day's work. In case of double- 
crewed engines, if engineers do not relieve each other at the appointed 
time and the engineer of the next crew is required to prepare his 
engine, 30 minutes' pay will be allowed for same. 

Beginning and ending of a day. — In all classes of road service an 
engineer's time will commence 30 minutes before leaving roundhouse 
or designated track and will conclude at the time the engine is placed 
on the designated track or relieved by hostler at terminal. 

Initial terminal delay. — When delayed within the terminal as much 
as one hour beyond the time set to leave, engineers will be paid one 



200 RAILROAD LABOR ARBITRATIONS. 

hour's overtime at overtime rates, according to class of engine, 1 hour 
and 30 minutes to constitute 2 hours, etc. If road overtime is made 
on same trip, initial overtime will be deducted. 

Final terminal delay. — Final terminal delay will be paid for at the 
end of the trip when delayed more than 30 minutes between yard- 
limit boards governing yard to which train is to be delivered and the 
point of final relief, and to be paid for at the overtime rate, according 
to class of engine, on the minute basis. 

Hours-of-service law — Amendment of section E of the application of 
the 16-hour law. — Engineers in train service tied up under the law will 
be paid continuous time from initial point to tie-up point. When 
they resume duty on a continuous trip they will be paid from the tie- 
up point to the next tie-up point or to the terminal on the basis of a 
minimum day. It is understood that this does not permit running 
engines through terminals or around other crews at terminals unless 
such practice is permitted under the pay schedule. . 

It is understood that existing rates of pay or better working con- 
ditions shall not be reduced by the rates or rules hereby agreed upon, 
nor shall general committees of adjustment be debarred from taking up 
with their respective managers matters not decided at this conference. 

THE ARBITRATION" PROCEEDINGS. 

The board constituted as hereinbefore described held its first meet- 
ing in New York City on Friday, July 12. At this meeting the board 
organized and elected Oscar S. Straus as chairman. It was 
agreed that the sessions should be held at the Oriental Hotel, Man- 
hattan Beach, N. Y., beginning July 15. The hearings occupied the 
following days: July 15, 16, 17, 18, 19, 22, 23, 24, 25, 26, and 27. 
With the exception of one day, sessions were held both in the morning 
and afternoon. At these sessions the engineers were represented by 
Warren S. Stone and M. W. Cadle. The railroads were represented by 
William M. Duncan, B. A. Worthington, O. E. Butterfield, Francis I. 
Gowen, George F. Brownell, and T. M. Kirby. The hearings were 
opened by a general statement of the case for the engineers by 
Mr. Stone and for the railroads by Mr. Worthington. 

During the progress of the case 25 witnesses were called and exam- 
ined and cross-examined on behalf of the engineers and 16 on behalf 
of the railroads. Over 80 exhibits were offered by the engineers, 
consisting of statements and statistical tables relating to wages, 
rates, accidents, etc.; copies of the prevailing wage schedules of 
engineers on certain western, southern, and eastern railways ; blue 
prints and diagrams of locomotives; application blanks; books of 
questions and instructions for engineers and firemen; copies of rules 
governing railway employees; descriptive lists of signals; copies of 
time-tables and official bulletins with which engineers were required 
to be familiar, etc. On behalf of the railroads over 130 exhibits were 
submitted. These consisted of statistical tables, diagrams, and ex- 
planatory statements relating to the earnings and rates of pay of 
engineers and other railway employes; the estimated increases, both 
direct and collateral, in the pay rolls of the railroads that would result 
from granting the requests of the engineers ; the financial status of the 
several roads involved; and their earnings and expenditures. 



RAILROAD LABOR ARBITRATIONS. 201 

At the close of the testimony the case of the engineers was summed 
up by Mr. Stone and that of the railroads by Mr. Robbins and Mr. 
Duncan. Following this oral presentation briefs were submitted on 
behalf of the engineers by Mr. Stone and on behalf of the railroads 
by Mr. Duncan and Mr. Worthington. 

From. the date of adjournment following the hearings to September 
9, the members of the board spent much time in studying the evi- 
dence and statistics, in examining the arguments submitted, and in 
making independent investigations. On September 9, the board met 
to take up the question of findings. They were engaged in this work 
from September 9 to 14, inclusive. After tentative findings were 
made a report was drawn up and submitted to all the members for 
their revision. After such revision the board met again, on October 
28, to consider this report as a whole for final action, and continued 
in session upon this work until November 2, inclusive, on which date 
it announced its award. 

Some idea of the extent of the problem presented for the con- 
sideration of the board may be gathered from the fact that the 52 
railroads concerned in the arbitration had (according to Exhibit 5 
submitted by the railroads) 66,876 miles of main track, as compared 
with 2B6,185 for the United States as a whole, or 25.1 per cent of 
the total. Their operating revenues and operating expenses (amount- 
ing, respectively, to $1,088,968,087 and $726,994,658) were each 
nearly 40 per cent of the total for all railroads in the United States 
and their net operating revenue, $361,973,429, was 39 per cent of the 
total for all the railroads of the country. These 52 railroads, accord- 
ing to the same authority, carried 47.3 per cent of the ton miles, 
and 42.8 per cent of the passenger miles of all the railroads of the 
United States. Their employees, excluding general officers, num- 
bered 40.8 per cent of the total; and the aggregate compensation to 
employees, excluding general officers, constituted 41.5 per cent of the 
total for the United States. The number of engineers employed 
on the 52 railroads as reported by the railroads themselves in July, 
1912 (railroad Exhibit 4), was 31,840. The aggregate compensation 
of the engineers in the employ of the 52 railroads during the fiscal 
year ending June 30, 1911, was reported by the railroads in their 
Exhibit 67A at $41,874,282, or 43.1 per cent of the total engineers' 
wages for the United States. 

THE ARGUMENT AXD TESTIMONY OF THE RAILROADS. 

The railroads held that the engineers received not only fair but 
liberal compensation for work performed; that the hours of duty 
were so limited, and other conditions of service so arranged as to 
relieve the engineers in the normal course of their work of excessive 
strain; and that there had been no change requiring a readjustment 
in working conditions since the last wage adjustment. Briefly, 
their position may be summarized as follows: 

1. Railroad employees were as well, if not better, paid than labor 
in other employments. 

2. Engineers constituted the highest paid class of employees in 
the railroad service. 

3. The 1910 adjustment of the engineers' wages was made subse- 
quent to the adjustment with the conductors and trainmen, and 



"202 RAILROAD LABOR ARBITRATIONS. 

practically the same differential continued in favor of the engineers 
that had existed for a number of years. The existing differential 
between the engineers and other employees was as wide, if not 
wider, than was warranted by the character of the service, the re-. 
sponsibilities imposed, the risks assumed, or the actual labor required. 

4. At the time the engineers' wages were increased, in 1910, full 
consideration was given to all the conditions of service then pre- 
vailing. 

5. Since that time there had been no increase in the physical labor, 
responsibility, or risk of the engineers, but, on the contrary, all had 
been reduced through labor-saving devices or safety appliances, 
relieving the engineers of duties formerly performed and of risks 
formerly incurred. 

6. The services of the engineers were not of greater value to-day 
than in 1910, measured by any of the units suggested by any of the 
parties. 

7. The vitality and working period of the engineers compared 
favorably with that of other wage earners. 

8. The railroads were financially unable to pay increased wages. 
Succinctly stated, the railroads argued that the demands of the 

engineers grouped themselves into three classes: 

First, the question as to whether rates of pay and rules of service 
on the 52 railroads involved in the controversy should be standard- 
ized in accordance with the demands proposed by the engineers. 
The roads claimed that the engineers' organization meant by stand- 
ardization, apparently, some flat basic rate; that they did not mean 
that every man on every road should receive a standard or a basic 
rate of pay; that they apparently desired a minimum wage fixed, 
and in fixing that minimum rate of pay had not taken into con- 
sideration any of the poor railroads, but had fixed it with reference 
to the larger railroads ; that on the one hand, the engineers urged an 
alleged standardization theory, and on the other hand, they refused 
to adopt it where it would reduce their pay. The railroads asserted 
further that the rates of pay had been adjusted according to the rela- 
tive value of the services that the men rendered. The engineers, it 
was argued, if they wished to readjust the lower wages should be 
willing also to readjust the higher rates. 

The second objection made by the railroads to standardization was 
that any attempt to fix a flat basic rate of pay in eastern territory 
failed to take into consideration the fact that different services were 
necessarily being rendered by the employees on different railroads. 
The application of a basic rate to all these railroads, the railroads 
declared, without taking into consideration the nature of the service, 
would be not only unfair to the men, particularly to the men on some 
divisions, but would be absolutely unfair to the railroad companies, 
and without. justification. 

The railroads stated that the recognition of the demand of the 
engineers for increase in rates of pay would increase the aggregate 
compensation paid to the engineers in eastern territory over $7,500,000 
and that the demand required the railroads to pay this much increase 
to the same number of engineers for precisely and identically the same 
service that those engineers have been rendering during the past two 
years. The railroads' position was that the demand was unjustified, 
because they claimed there was no foundation for it in additional 



RAILROAD LABOR ARBITRATIONS. 203 

hardships that the engineers had to undergo, no justification for 
it when their wages were compared with the wages paid to other 
classes of employees either in the railroad service or elsewhere. 
It was claimed that the railroad exhibits showed that in 1902 there 
was a general advance in wages of railroad emplovees; in 1905 and 
1906, another; in 1907 and 1908, another; and in 1910 and 1911, 
still another advance. From the records of the Interstate Commerce 
Commission, the railroads also submitted an exhibit purporting to 
show that engineers earned an average in 1900 of about $1,180 a 
year; that in 1910, before the 1910 and 1911 advances, they had 
increased their average yearly compensation to thirteen hundred and 
some odd dollars, and after the wage increase of 1911 it averaged 
about SI, 500 for all classes of engineers. 

As to the proposals of the engineers for electric service, the railroads 
declared that the Brotherhood of Locomotive Engineers intended 
not only to man the motive power of the railroads, whether it was 
steam, gasoline, or electricity, but that they aimed to do it at the same 
rates which prevailed in steam service. This would be a great 
injustice to the public to require the public on the Long Island 
Railroad, for instance, the railroads stated, to pay steam rates of 
pay, if there were men who were willing and who wanted to take the 
service at a less rate. The railroads regarded the proposals as a 
"closed shop proposition," and expressed the opinion that the board 
of arbitration should hesitate to adopt any such principle. They 
declared that the board could very consistently take the position 
that inasmuch as the railroad companies had furnished a new in- 
strumentality which would produce greater results, that a different 
rate of pay should apply, or at least a different amount of service 
should be given for the same rate of pay, even if the board should 
conclude that the railroads should be limited in the selection of men 
for this service to the Brotherhood of Locomotive Engineers. 

As a general conclusion, the railroads stated that in their judg- 
ment engineers were fully and amply paid, but that even if this was 
not true it was a question whether the railroad companies had any 
funds with which to make a greater distribution to these employees. 

ARGUMENT AND TESTIMONY OF THE LOCOMOTIVE ENGINEERS. 

The engineers requested certain uniform rules and rates of pay, the 
application of which would mean varying advances in compensation. 
The engineers asked that these proposed rates and rules be put into 
effect regardless of — 

1. The financial ability of the railroads to pay more wages. 

2. The variations in the service on different railroads and on differ- 
ent divisions of the same railroad. 

Of the arguments presented in favor of the engineers' claims, the 
following were the most important: 

1. The nature of the calling, which involves (a) heavy and increas- 
ing responsibility; (h) skill and efficiency, as indicated by length and 
severity of apprenticeship required; (c) acute mental strain incident 
to the operation of certain classes of trains; (d) an unusual degree of 
hazard; (e) relatively limited period of earning power, fixed by age 
limitations and by numerous efficiency requirements. 

2. Increasing productivity of the engineers' services. 



204 RAILROAD LABOR ARBITRATIONS. 

3. The wages of engineers had not kept pace with the wages of 
other classes of employees in train service. 

4. That the existing rates of pay in the southern and western dis- 
tricts were higher and the rules of service better than in the eastern 
district. 

5. In the southern and western districts the rates of pay and rules 
of service were standardized to a much greater extent than in the 
eastern, district. In the eastern district the conductors and other 
trainmen receive a standard wage on all railroads, and the same prin- 
ciple should apply to the engineers. 

The engineers claimed to have shown by the testimony of their wit- 
nesses the years of training necessary to fit themselves for the position 
of engineer, of the many examinations they were required to pass, 
of the physical tests imposed, of the type of efficiency demanded, of 
the hours they gave of their time for which they received no com- 
pensation. These witnesses had, it was pointed out, been brought 
from the different classes of service, and this testimony proved, it 
was claimed, that the rates of pay requested were just and equitable 
and were prepared after careful consideration by the representatives 
of the employees from the railroads involved. The wages they were 
asking, the engineers contended, were now being paid in other terri- 
tories where traffic was not so congested and where the railroads were 
not able to earn the same revenue as in the East. For example, it 
was stated that the freight engineer on some railroads in the south- 
eastern territory received $5:40 for 8 hours' work, and if he were to 
work 10 hours he would earn far more than the engineers were ask- 
ing for the freight engineer in eastern territory. They contended 
that there was not exactly a standard wage in effect in the West, 
but there was only a few cents difference, and that the going wage 
for a similar type of engine was much higher than in the East. Ad- 
mission was made of the fact that there was a slight difference in the 
freight rates between the West and the East, but the men stated 
that it was also true that engineers handled a heavier tonnage in the 
East than they did in the West. 

The engineers claimed further that the working conditions they 
were requesting were nothing new, but were in existence and had 
been established in both the southern and western territories and 
were paid to-day on many of the trunk lines. Especially, the engi- 
neers declared, was this true in the case of final terminal delay. 

As to the electric service, the engineers inquired whether it was 
more unfair or unjust for them to ask that an engineer be placed on 
the electric service than it was for the railroads, who had already 
recognized the principle, to put a passenger conductor in charge, even 
though it be only one trolley car, at the standard wage? The em- 
ployees stated that they did not want an employee, even though it 
be with a single interurban car, out on the steam tracks, who did 
not know the rights he had on the road, who knew nothing about 
railroading or high speed, who, as a matter of fact, knew nothing 
about getting over the road and depended wholly upon the conductor. 

The high range of earnings shown for a small proportion of engi- 
neers was declared to be the result of unusual conditions, a congestion 
of business, perhaps a number of men sick, and every man working 
up to the limit of human endurance. Although the railroad ex- 
hibits showed some high earnings during a specified month, a com- 



RAILROAD LABOR ARBITRATIONS. 205 

pa risen each way of three months from this high month would °jiye, 
the employees claimed, a better insight into actual earnings of in- 
dividual engineers. 

In answer to the statements and arguments of the railroads as to 
standardization, and as to separate rates of pay for men on the water 
and the mountain grades, the engineers stated that in the case of the 
Pennsylvania Railroad, to which reference was made by the railroads 
in their presentation of the case, no more per mile for passengers or 
freight was received over the mountain divisions than was obtained 
by "other roads over the water grade: that the Pennsylvania Railroad 
absolutely refused to pay the engineers on that particular division a 
higher rate than was paid elsewhere, but that they were forced to ac- 
cent the basic rate of the New York Central, the $4.85, and the same 
rate was paid all the way through, regardless of the grade or the phys- 
ical geography of the country. There was no distinction made, the 
engineers declared, because one railroad was fortunate enough to get 
a water-level line and the other railroad perhaps went over the moun- 
tains: the charge was the same for all and the same rate was paid for 
engineers. Their requests, the engineers claimed, involved classifica- 
tions of service, such as freight and passenger service, and subclassi- 
lications based on the size of the engines, or, in other words, the en- 
gineers stated that their request meant that one railroad should pay 
the same as another railroad for each class of service and each class 
of engine. 

As to the earnings of engineers, even though the showing of rail- 
roads was correct as to $1,500 as an average for the year, or $125 per 
month, the employees claimed that at best the engineer only had a 
working life of 12 years, and during this restricted period could not 
lay aside a competence which would take care of his wife and children 
after he was no longer a wage earner. 

THE REPORT OF TUE BOARD OF ARBITRATORS. 

In its report the board of arbitration discussed the theoretical 
aspects of the railway wage problem and submitted some con- 
structive recommendations. These points, however, do not fall 
within the scope of the present study. In the general discussion of 
its award the board stated that it recognized the heavy responsi- 
bility of engineers — greater than that of any other class of em- 
ployees in train service — the skill and efficiency" required, the mental 
strain to which the men were subjected, the hazard of the calling, and 
accepted these points brought forward by the engineers at their full 
value. They agreed that the compensation of the engineers should 
bo adequate to cover their recognized responsibility, skill, and effi- 
ciency, and the mental strain to which they were subjected. 

As to standardization, the board held that the requests of the 
engineers involved standardization as a fundamental principle, and 
stated that the facts available showed that the claims of the engineers 
for introducing uniformity into the eastern district were not fully 
confirmed. They pointed out that uniformity did not exist in the 
southern and western districts and, therefore, the experience of no 
section of the country could be adduced in favor of granting fully 
the uniformit}' asked for by the engineers. 



206 EAILKOAD LABOK AEBITEATIONS. 

The board stated that it could find no adequate reason why there 
should be complicated differences in the rates of compensation for 
services so nearly alike as slow freight service and certain other 
classes of freight service, with the exception that the additional work 
involved in local freight service appeared to justify a somewhat 
higher rate. In their award the board, therefore, had simplified the 
classification of rates of pay by granting the same rates for several 
different kinds of freight service. They grouped into one class, so 
far as compensation was concerned, through freight, work, wreck, 
pusher and helper, mine run or roustabout, and circus trains, and 
part of the milk-train service. 

The board stated that they could find no reason why the rules of 
service that applied to men held away from their home terminal or 
tied up under the 16-hour law should not be the same on different 
roads. 

When it came to the important question, however, of deciding 
that the rate of compensation should be the same for a particular 
kind of service without respect to road or division, the board declared 
it could find no warrant for imposing such a regulation. They 
stated that in no part of the country could it be said that all rail- 
roads without respect to territory or traffic were paying precisely 
the same rate of compensation for the same class of service. In 
the western district the pay was generally higher for the mountainous 
country than on the plains. Running a locomotive upon a railroad 
which had very light traffic was less exacting and required less 
constant alertness than on roads having heavy traffic. These facts 
led the board, it stated, to hold that local variations in the character 
of the service should be reflected to a reasonable extent in the rates 
of pay. 

Relative to intercorporate relationships, the board stated that 
while there were listed in the arbitration 52 separately named roads, 
a large number were controlled by a comparatively small number of 
systems. Large railroad corporations controlled lines aggregating 
39,050 miles, or 79 per cent of the 49,286 miles concerned in the 
controversy. In addition to the intercorporate relationships as 
determined by stock ownership, lease, capital advanced, and voting 
trusts, the board also found there was a system of interlocking direc- 
torates, and as illustrating the extent of these interlocking direc- 
torships, pointed out that 14 individuals held 67 directorships in 
27 different railroads in the eastern district. It was, therefore, 
clear, the board stated, that from the point of view of the present 
arbitration, " systems" should be considered rather than the indi- 
vidual elements of the system, for their relations and business were 
so interwoven that even if a unit of the system considered by itself 
is unprofitable, taken in connection with the whole system it might 
be profitable, since it may be a valuable feeder to a large railroad 
and furnish business which had a long haul over such a system. 

The board also stated that the courts had declared in various cases, 
in administering the receivership of railroads, that the public safety 
was the paramount consideration, and that a railroad's financial 
embarrassments not only did not warrant reducing the pay of em- 
ployees below what was paid before the receivership, but had ordered 
the receivers to pay the " going" rate of wages for the different classes 
of employees. 



EAILEOAD LABOK AEBITEATIONS. 207 

If the railroads were unable to pay fair and reasonable compensa- 
tion in accordance with the award of the board, the board stated 
that such railroads would have just cause to open the question of an 
increase of rates with the Interstate Commerce Commission. 

The board held that in view of all the facts presented with regard 
to the compensation of engineers, many of the rates in existence gave 
reasonable compensation for the service performed and that the differ- 
ences in the average daily compensation of engineers in the East on 
the one hand and in the South and West upon the other hand, as 
given by the Interstate Commerce Commission figures, was not great. 
Holding to the principle that available information, rather than a 
theory, must largely control their decision, the board reached the con- 
clusion that a case had not been made for an advance all along the 
line in the compensation of the engineers. On the other hand, the 
statement was made that the evidence presented showed that for 
some railroads and for certain classes of service on other railroads the 
compensation was too small, and the board had therefore taken into 
account the question of the minimum wage which should be paid in 
the territory concerned. It was believed by the board that the 
principle of a minimum was sound. In the opinion of the board it 
was desirable that all of the factors which entered into the nature 
of the service should be taken into account, and that the more arduous 
and difficult service should have the greater compensation. With this 
point in view the board stated that it felt that at this time they had 
gone as far toward establishing uniformity of rates of pay as was 
practicable by introducing a minimum wage for each of the more 
important classes of service. 

The award and report was agreed to by the five members of the 
board appointed by the Chief Justice of the United States, the presid- 
ing judge of the Commerce Court, and the Commissioner of Labor. 
It was signed by Mr. Willard with an explanatory statement. Mr. 
Morrissey filed a dissenting opinion. 

The detailed award of the board as compared with the requests 
of the engineers follows. 

REQUESTS OF ENGINEERS. AWARD OF ARBITRATION BOARD. 

Passenger service. — One hundred miles Passenger service. — Minimum rate for 
or less, engines of 20-inch cylinders or passenger engineers to be $4.25 for 100 
less. $4.40. Engines over 20-inch cylin- miles or less. Additional miles pro rata, 
ders or less. S4.60. Additional miles pro Overtime to be computed on a basis of 
rata. Overtime to be computed on a 20 miles an hour and to be paid for at 50 
basis of 20 miles an hour and to be paid cents an hour. This award to be without 
for at 70 cents an hour. prejudice to existing rates on different 

classes of engines. 
Electric service. — Wherever electric Electric service. — Wherever electric 
service is installed or now in operation, service is installed as a substitute for 
engineers will take the positions of steam, or is now in operation, locomotive 
motormen under the same rates and con- engineers will have the preference for 
ditions as obtain in steam service in the position of motormen, this preference, 
the territory where electric service is however, not to work to the detriment of 
operated, men employed as motormen at the time 

of the award. 

Owing to the complexity of the situa- 
tion, the board found itself unwilling to 
draw up rules regulating rates of pay and 
working conditions, but awarded the 
minimum passenger day's rate of pay of 



208 



RAILROAD LABOR ARBITRATIONS. 



Freight service. — One hundred miles or 
less, 10 hours or less to constitute a day's 
work. Rates for which to be as follows: 
Engines with 20-inch cylinders or less, 
$5.25. Engines with cylinders over 20 
inches but less than 24 inches in diame- 
ter, $5.50. Engines with 24-inch cylin- 
ders or over, with exception of Mallets, 
$5.75. Mallet type of engine, $7. 

Miles in excess of 100 miles to be com- 
puted on a basis of 10 miles an hour and 
to be paid for pro rata, and to be paid for 
on a minute basis. 

Through freight rates to be paid to 
mine runs, work train, wreck, pusher and 
helper, milk trains, and roustabout 
services. 

Engineers to be paid overtime for hours 
in excess of 15 held away from their home 
terminal. 



Local freight service to be paid 25 
cents more than through freight service, 
according to classes of engines. 

Switching service. — Ten hours or less to 
constitute a day's work; overtime over 
10 hours to be computed pro rata and to 
be computed on a minute basis, 
of engines, $4.50 per day. 



Belt-line service. — Ten hours or less to 
constitute a day's work; overtime to be 
computed pro rata and paid on a minute 
basis; $5 a day to be the rate of pay. 

Engineers of single-crewed yards or 
belt-line service engineers will report at 
appointed time and will be given 30 
minutes additional pay for reporting 30 
minutes in advance of the regular time. 
In double-crewed yards, if engineers do 
not relieve each other at the appointed 
time, and the engineer of the next crew 
is required to prepare his engine, 30 
minutes will be allowed for same. 

Beginning and end of day . — In all classes 
of service day to begin 30 minutes before 
leaving roundhouse or designated track, 
and to end when engine is placed on 
designated track or relieved by hostler 
at terminal. 

Initial terminal delay. — When delayed 
more than one hour beyond time set to 
leave, engineers will be paid overtime 
according to engine and class of service. 

If road overtime is paid on same trip, 
initial overtime will be deducted. 

Final terminal delay. — Final terminal 
delay will be paid for according to class 
of engine on minute basis when engineer 



$4.25, the rules of service, however, to be 
the same as now obtain in the electric 
service. 

Freight service. — The minimum rate for 
freight engineers shall be $4.75 for 10 
hours or less, or 100 miles or less. Over- 
time to be computed on a basis of 10 
miles an .hour and paid for pro rata on a 
minute basis. 



Awarded withdut change. 



Engineers held away from home ter- 
minal 28 hours or longer are to be paid 
10 hours for the first 28 hours so held, 
and 10 hours for each 24 hours thereafter, 
provided the engineers are not held by 
law or through an act of Providence. 

Awarded without change. 



Switching service. — Ten hours or less to 
constitute a day's work; overtime to be 
computed pro rata and paid on a minute 
basis; time to -begin when required to 
report for duty and to end when engine 
is placed on designated track or engineer 
is relieved at terminal. 

The minimum day's rate in switching 
service to be $4.10. 

Belt-line service. — The board realizes 
that belt-line and transfer service is differ- 
ent from ordinary switching service and 
may, therefore, require a higher rate; 
owing to the wide differences of condi- 
tions the board was unable to decide 
what would be a fair rate of pay for this 
service; the board, therefore, referred 
this question back to the management of 
the railroads and to the men for adjust- 
ment. 



Beginning and end of day. — In all classes 
of service a day will begin when an engi- 
neer is required to report for duty and 
end when engine is placed on a desig- 
nated track or delivered to hostler at 
terminal. 

Initial terminal delay. — Request denied. 



Final terminal delay. — Final terminal 
delay will be paid after the lapse of one 
hour at the overtime rate, according to 



RAILROAD LABOR ARBITRATIONS. 209 

is delayed more than 30 minutes between class of engine, on the minute basis. ^ If 
yard-limit bounds governing yard to road overtime has commenced, terminal 
which train is to be delivered. overtime will not apply and road over- 

time will continue to the point of relief. 
Method of ascertaining final terminal de- 
lay. — In passenger service; from the time 
the train reaches the terminal station. 

In freight service; when train reaches 
designated main track switch connecting 
with terminal yard. 
Hours-of-service law.— Engineers shall Hours-of-serrue la w.— Engineers to be 
be paid continuous time to 'tie-up point; Paid continuous time trom initial to tie-up 
when work is resumed, to be paid con- point. On resuming duty they shall be 
tinuous time to next tie-up point, or mini- paid. 50 miles or less, or 5 hours or less, 50 
mum dav to terminal. Running through miles pay: 50 to 100 miles, or 5 to 10 hours, 
terminals or around other crews prohib- 100 miles pay; over 100 miles or 10 hours, 
ited unless already in schedules. schedule rates. Running through ter- 

minals or around other crews prohibited 
unless already in schedules. 
Safety clause.— Existing rates of pay or Safety clause.— Awarded, 
better working conditions shall not be re- 
duced by the rates or rules hereby agreed 
upon : nor shall general committees of ad- 
justment be debarred from taking up with 
their respective managers matters not 
decided at this conference. 

Date of effectiveness. — In articles of Date of effectiveness. — Award shall be 
agreement for arbitration it was stated effective as of May 1, 1912, except. "Held 
that the board should fix the date of its away from home terminal." and "Final 
award and might make it retroactive if it terminal delay," which are to take effect 
should think it necessary. November 1. 1912. 

COMPARISON OF SCHEDULES IN EFFECT BEFORE AXD AFTER THE AWARD 
OF THE ARBITRATION BOARD. 

As further illustrating the effect of the application of the award of the 
arbitration board, a comparison, so far as it was possible, was made 
from the printed or typewritten official schedules of rates of pay and 
working rules in effect on the different railroads prior and subsequent 
to the award of the arbitration board. The comparison of rates was 
made on a day, hour, mileage, or trip basis according to the standard 
of comparison afforded by the schedules of the individual railroads. 
In the case of some companies no comparison was possible because 
of the change made in the basis of wage payments as the result of the 
arbitration proceedings. It will be noted that the increases in rates 
of pay shown in the following series of tables are practically the same 
as those first set out in the comparison, according to the Interstate 
Commerce Commission's classification of locomotives. 

The detailed comparison by railroads, arranged in alphabetical 
order, is given below. In the case of each railroad a detailed basic 
comparison is made, followed by derivative tables which show the 
amount and per cent of increase in rates of pay according to principal 
branches of service. 

BALTIMORE & OHIO RAILROAD CO. 

By referring to the following table it will be seen that the award 
of the arbitration board gave increases in rates of pay to the loco- 
motive engineers in only two instances: (1) An advance of three- 

51393°— S. Doc. 493, 64-1 14 



210 



RAILROAD LABOR ARBITRATIONS. 



tenths of a cent a mile, or 6.7 per cent, on unclassified engines, and 
(2) an increase to yard engineers outside of the Pittsburgh district of 
1 cent an hour, amounting to an advance of 2.5 per cent over rates 
in force before the arbitration. In all other branches of service the 
rates of pay were unchanged by the arbitration board. 

Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration effective May 1, 1912. 



Class of service. 


Rates per — 


Pay. 


Increase. 


1911 


1913 


Amount. 


Per cent. 


Passenger service: Average rate, specified runs 

Freight service: 

Engines weighing 274,000 pounds and over 


Trip 

Mile 

...do 


$1,875 

.05 

.0485 
.0445 

5.50 

5.30 

5.15 

1.58 
1.37 

.415 
.40 


$1,875 

.05 

.0485 
.0475 

5.50 

5.30 

5.15 

1.58 
1.37 

.415 
.41 


$0.00 

.00 

.00 
.003 

.00 

.00 

.00 

.00 
.00 

.00 
.01 


0.0 

0.0 


Engines weighing over 173,000 pounds and less than 
274,000 pounds 


0.0 


Other engines 


...do 


6.7 


Connellsville and Glenwood, round trip: 


Trip. 

...do 


0.0 


Engines weighing over 173,000 pounds and less than 
274,000 pounds 


0.0 


Engines weighing 140,000 pounds to and including 
engines weighing 173,000 pounds 


...do 


0.0 


Helper service: 

Average rate, specified runs — 

Mallet 


...do 


0.0 


Other than Mallet 


...do 


0.0 


Yard service: 

Chicago, Pittsburgh district; Youngstown district 


Hour 

...do 


0.0 




2.5 









Rates of pay of locomotive engineers. 



Passenger service. 



Specified runs: 

Philadelphia and Wilmington, round trip. 

Baltimore and Washington , 

Washington and Boyd 

Washington and Gaithersburg, round trip . 

Overtime (on basis of 20 miles per hour) 

Minimum passenger rate (per 100 miles or less) . 



Rate per trip. 




Freight service'. 


Engines weighing 
274,000 pounds 
and over. 


Engines weighing 
•over 173,000 
pounds and less 
than 274,000 
pounds. 


Engines weighing 
140,000 pounds to 
and including en- 
gines weighing 
173,000 pounds. 




1911 


1913 


1911 


1913 1 


1911 


1913 


Specified runs, Connellsville and Glen- 
wood, round trip (overtime after 11 


$5.50 


$5.50 


$5.30 


$5.30 


$5.15 


$5.15 







i Miles in excess of 100 pro rata. 



RAILROAD LABOR ARBITRATIONS. 
Rates of pay of locomotive engineers — Continued. 



211 



FREIGHT SERVICE. 


Rate per mile. 


Overtime after 
10 hours and 
30 minutes. 




1911 


1913 


1911 


1913 


Mallet engines (2401-2420 class) 




$0. 0G 
.054 


\?6.'50" 
.485 
.445 


$0.60 


Other Mallets. . 




.54 


Engines weighing 274,000 pounds and over 


$0.05 

.0485 
.0445 


.05 

.0485 

.0475 


.50 


Engines weighing over 173,000 pounds and less than 274,000 pounds 

Other engines 


.485 
.475 







HELPER SERVICE. 



Rate per trip. 



Mallet. 



Other than 
Mallet. 



1911 



1913 



1911 



1913 



Overtime after- 



1911 



1913 



Specified runs: 

Rowelsburg and Tunnelton or Blaser, round trip. . 
Rowelsburg and Terra Alta or Rinard, round trip. 

Newburg and Tunnelton, round trip 

Newburg and Blaser, round trip 

Newburg'and West End, round trip 

Hardman and West End , round trip 

Hardman and Tunnelton, round trip 

Rowelsburg and Newburg, one way 

Piedmont and Altamont, round trip (h day) 

Hyndman and Sand Patch, round trip. (J day) 



$1.50 
2.00 
1.50 
1. 55 
1.50 
1.50 
1. 55 
1.50 



SI. 50 
2.00 
1.50 
1.55 
1.50 
1.50 
1.55 
1.50 



$1.10 
1.65 
1.25 
1.45 
1.25 
1.40 
1.45 
1.40 
2.45 
2.45 



H. to. 



$1.10 
1.65 
1.25 
1.45 
1.25 
1.40 
1.45 
1.40 



3 00 

4 00 
3 00 
3 00 
3 00 



BALTIMORE & OHIO SOUTHWESTERN RAILROAD CO. 

As in the case of the Baltimore & Ohio Railroad, the schedules of 
this company, as can be seen from the table below, snowed an advance 
of 6.7 per cent in rates of pay to unclassified engineers in through- 
freight service and 2.5 per cent in yard service outside of East St. 
Louis and Cincinnati as the result of the decision of the arbitration 
board. Unusually large increases, ranging from 50 to 52.6 per cent' 
were allow r ed by the board in local freight service. 

Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration, effective May 1, 1912. 



Class of service. 


Rate per— 


1911 


1913 


Increase. 


Amount. 


Per cent. 


Specified runs: 

Loveland commuter trains 

Flora and Vincennes 

St. Louis and East St. Louis via Merchants or 
Eads Bridge. 
Freight service: 

Engines weighing 274,000 pounds and over 

Engine? weighing over 173,000 pounds and less 
than 274,000 pounds. 

All other engines 

Local freight: 

Engines weighing 274,000 pounds and over 

Engines weighing over 173.000 pounds and less 
than 274,000 pounds. 

Other engines 


Trip 

Round trip. 
Trip 

Mile 


$4.50 

5.00 

.30 

.05 
.0485 

.0445 

.05 
.0485 

.0475 

.415 
.40 


$4.50 

5.00 

.30 

.05 
.0485 

.0445 

.075 
.0735 

.0725 

.415 
.41 


$0. 00 

.00 

■ .00 

.00 
.00 

.000 

.025 
.0230 

.0250 

.00 
.01 


0.0 
.0 
.0 
.0 


do 

do 

do •. 

do 

.....do 


.0 

.0 

50.0 
51.5 

52.6 


Yard service: 

East St. Louis and Cincinnati 

Other yards 


Hour 

do 


.0 
2.5 









212 



RAILROAD LABOR ARBITRATIONS. 



Rates of pay of locomotive engineers. 



Class of service. 


Rate 
per— 


1911 


1913 


Basis of day's work. 


Overtime 
per hour. 




1911 


1913 


1911 


1913 


Specified runs: 

Loveland commuter 
trains. 

Flora and Vincennes, 
round trip. 

St. Louis and East 
St. Louis via Mer- 
chants' or Eads 
Bridge. 
Freight service; 1 

Mallet engines (2401- 
2420). 

Other Mallets 


Mile 


S4.50 

5.00 

.30 


$4.50 

5.00 

.30 

.06 

.05 
.05 

.0485 

.0475 

4.25 

. 085 
.079 
.075 

.0735 

.0725 
.415 
.41 
4.75 




























100 miles or less; 
10 hours or less. 

do 

do 

do 

do 

do 


$6" so"' 

.485 

.445 
.45 


$0.60 


do 




100 miles or less; 
10 hours or less. 

do 

• 

do 

do.... 


.54 


Engines weighing 
274,000 pounds and 
over. 

Engines weighing over 
173,000 pounds and 
less than 274,000 
pounds. 

All other engines 

Passenger service: 2 


...do... 
...do... 

...do... 
Day 


.05 
.0485 

.0445 


.50 
.485 

.475 
.50 


Local freight: 

Mallet (2401-2420 class) 
Other Mallets 


Mile... 
. do... 




do 

do 


do 

do 


.85 
.79 


Enrines weighing 
274,000 pounds and 
over. 

Engines weighing over 
173,000 pounds and 
less than 274,000 
pounds. _ 


...do... 
...do... 

. do... 


.05 
.0485 

.0475 

.415 

.40 


do 

do 

do 

10 hours or less 

do 


do 

do 

do 

10 hours or less... 

do., 

do 


.50 
.485 

.475 
.415 
.40 


.75 
.735 

.725 


Yard service: 3 

East St. Louis and 

Cincinnati yards. 
Other yards 


Hour. . 
...do... 


.415 
.41 


Belt ortransfer service: 


Day 


.475 













1 Overtime paid on the basis, of 10 miles per hour, pro rata, not to begin until after 10 hours and 30 
minutes. 

2 Overtime on the basis of 20 miles per hour after 10 hours and 30 minutes. 

s At following yards, when engines required to help trains, 25 cents additional to yard rates paid, effective 
from June 1, 1913: Chillicothe, North Vernon, Washington, and Vincennes. 

BOSTON & ALBANY RAILROAD. 

On short passenger runs in one direction the rates of pay to engi- 
neers on the Boston & Albany Railroad were 3.2 per cent higher 
after the award of the arbitration board. In all other passenger 
service the minimum rates were advanced 1.7 per cent. In local 
freight service the rates were increased slightly more than 5 per cent. 

Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration, effective May 1, 1912. 



Class of service. 


Rate per day. 


Increase. 


1910 


1913 


Amount. 


Per cent. 


Passenger service, runs of 95 miles in one direction 


$4.18 
4.12 

4.85 

4.85 

4.75 

4.75 
4.11 


$4.25 
4.25 

4.85 

5.10 

4.75 

5.00 
4.11 


$0.07 
.13 

.00 

.25 

.00 

.25 
.00 


1.7 


All other passenger runs, minimum pay 


3.2 


Freight service: 1 

Class G6, G5, G33, G34, F2 engines 


0.0 


Local freight: 

Class G6, G5, G33, G34, F2 engines. 


5.2 


Freight service: 1 

All other engines (except 4-wheeJ, connected 1910^ 


0.0 


Local freight: 

All other engines (except 4- wheel, connected 1910) 


5.3 




0.0 







i Includes helpers, gravel work trains, 1910; work, wreck, pusher or helper, mine runs or roustabout, 
circus trains, and milk trains, in 1913. 



BAILEOAD LABOR ARBITRATIONS. 

Rates of pay oj locomotive engineers. 



213 



Class of service. 


Rate 

per— 


Pay. 


Basis of day's 
work, 1910-1913. 


Overtime per 
hour. 


• 


1910 


1913 


1910 


1913 


Passenger service, runs of 95 miles in one 


Day... 
.. .do. . 


S4. 12 
.0412 
4.18 

4.85 
4.85' 

4.75 
4.75 
4.65 

4.'ii"" 


$4.25 
.0415 
4.25 

4.85 
5.10 

4.75 
5.00 

"o'.Sd"' 
4.11 


100 miles or less . 


SO. 412 


$0. 50 






All other passenger runs, minimum pav 

Freight service, l 2 Classes G-6, G-5, Cr-33, 

G-34, F-2 engines 

Local freight 


...do.. 

...do.. 
...do.. 


100 miles or less.. 
do 


.418 
.485 


.5* 

.485 


All other engines ^except 4-wheel connected 
1910) 


.. do. . 


100 miles or less . 


.475 


.475 


Local freight 


...do.. 




4-\vheel connected engine 

Mallet -type engine 


...do.. 
...do.. 
...do. . 


100 miles or less . 
do 


.465 


'"•! 




lOhoursorlfess... 


.411 









1 Includes helpers, gravel-wor 1 s trains, 1910; work, wreck, pusher or helper, mine runs or roustabout, 
circus trains and mil', trains in 1913. 

2 25 cents per 100 miles or less added for local freight service in 1913, according to class of engine. HiJe» 
over 100 pro rata. 

BUFFALO, ROCHESTER & PITTSBURGH RAILWAY. 

The award of the arbitration board when compared with the pre- 
existing rates to locomotive engineers on the Buffalo, Rochester & 
Pittsburgh Railway Co. showed the following advances: 

Passenger service 25 cents a day. 

Local freight and switching service 10 cents a day. 

Pusher or helper service 15 to 27 cents per run. 

The rates of pay in through freight, and in mine run, circus, and 
roustabout service were no higher after the award of the board. 

Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration effective May l y 1912. 



Class of service. 



Rate 
per — 



Pay. 



1910 



1913 



Increase. 



Amount. Percent 



Passenger 

Through freight 

Local freight 

Switching 

Pusher or helper f 

Average rate, specified runs. Mil ado 

Average ratfc. specified runs. Decapod 

Work, wrec . pusher, or helper: mine run or roustabout; 
circus trains 



Dav.. 
...do. 
...do. 

..do. 

..do. 

Trip. 
...do. 



Day... 



S4.00 
4.75 
4.90 
4.00 
4.75 
3.14 
3.17 



4.75 



S4. 25 
4.75 
5.00 
4.10 
4.75 
3.29 
3.44 

4.75 



SO. 25 
.00 
.10 
.10 
.00 
.15 
.27 

.00 



6.3 

.•o 

2.-0 

2.5 

JO 

4.-8 

a5 

.0 



214 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of locomotive engineers. 



Class of service. 



Passenger service 

Through freight 
service. 

Local freight serv- 
ice. 

Switching service . . . 



Rate per day. 



1910 1913 



$i. 00 
4.75 



4.90 
4.00 



$4.25 
J 4.75 



2 5. 00 

3 4.10 



Basis of day's work. 



1910 



100 miles or less 

100 miles or less; 10 hours 

or less. 
do 



10 hours or less. 



1913 



( 4 ) 



Overtime. 



1910 



$0.40 per hour... 
Pro rata 



.do. 
.do. 



1913 



$0.50 per hour. 
Pro rata. 

Do. 

Do. 



Class of service. 



Pusher or helper service > 

Specified runs, pusher or helper service: 

Buffalo to Hoyts and return 

Buffalo to Springville and return 

Buffalo to East Concord and return 

Buffalo to Beaver and return 

Buffalo to Ashidrd and return 

Bradford or Howard to Bingham and return 

Clarion Junction to Freeman and return 

Decapod engine 

Clarion Junction to J. and B. Junction and return 
Decapod engine 



1910 



$4.75 

3.60 
3.60 
3.60 
4.00 
4.25 
1.50 
2.00 
2.20 
2.40 
2.64 



1913 



X, V, or 

smaller 
engine. 



$4^75 

3.60 
3.60 
3.60 
4.00 
4.28 
1.50 
2.00 



2.40 



Mikado. 



$3.78 
3.78 
3.78 
4.20 
4.49 
1.58 
2.20 



2.i 



Decapod. 



$3.96 
3.96 
3.96 
4.40 
4.71 
1.65 



2.20 



1 On Mikado or Decapod engines the rate is fixed at $5 per day. 
. 2 On Mikado or Decapod engines the rate is fixed at $5.25 per day. 
3 On Mikado or Decapod engines the rate is fixed at $4.51 per day. 
4 10 hours or less. 

Work, wreck, pusher, or helper; mine run or roustabout, circus trains, rates per day: 

1910 

1913 I 



$4,75 
4.75 



DAYTON & UNION RAILROAD CO. 



On the Dayton & Union Railroad the rates in passenger service on 
the basis of 100 miles, were $1.25, or 41.7 per cent higher after the 
award of the arbitration board. In freight service rates of pay were 
advanced 70 cents a day, or 16.3 per cent. 



Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration, effective May 1, 1912. 





Class of service. 


Rate per 100 miles 
before the award 
and after. 


Increase. 




Before. 


After. 


Amount. 


Per cent. 




$3.00 
4.30 


$4.25 
5.00 


$1.25 
.70 


41.7 




16.3 







RAILROAD LABOR ARBITRATIONS. 

Rates of pay of locomotive engineers. 



215 



Class of service. 



Rate per 100 miles 
before the award and 
after. 



Before. 



After. 



Passenger 

Freight (local). 



$3.00 
4.30 



$4.25 
5.00 



Note.— No formal agreement or schedule of wages is in effect. Conditions of employment are governed 
by the award with the exception that the passenger trainmen waived their overtime in lieu of the company 
permitting their runs to remain the same as before the award. 

DELAWARE & HUDSON CO. 

On this railroad the rates of pay to passenger engineers were 
increased 35 cents a day, or 9 per cent, by the award of the arbi- 
tration board. Through freight rates were advanced from 5 to 50 
cents a day. In milk-train service an increase of 25 cents a day 
was allowed for consolidation type of engines, and 75 cents a day for 
other classes. The rate of pay for Mallet engines when used in local 
freight service was made $2 a day, or 42.1 per cent greater by the 
award. Engineers in local freight service had their rates of pay 
increased 25 and 35 cents a day. In switching service an advance 
to engineers of 10 cents a day was allowed by the arbitration board. 

Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration, effective May 1, 1912. 



Class of service. 



Rate per day. 



1910 1914 



Increase. 



Amount. Percent. 



Passenger 

Through freight: i 
Class of engine- 
Mallet 

Class E5 

Consolidation . . . 

D3, D3-A, D3-B 

Other engines . . . 
Milk train: 

Class of engine — 

Consolidation... 

Other engines . . . 
Local freight: 2 

Class of engine — 

Mallet 

Class E5 

All others 

Switching ." 



$3.90 



6.50 
4.80 
4.65 
4.50 
4.25 



4.50 
4.00 



4.75 
4.75 

4.75 
4.00 



$4.25 



6.50 
4.85 
4.75 
4.75 
4.75 



4.75 
4.75 



6.75 
5.10 
5.00 
4.10 



$0.35 



.25 
.75 



2.00 
.35 
.25 
.10 



9.0 



0.0 
1.0 
2.2 
5.6 
11.8 



5.6 
18.8 



42.1 

7.4 



2.5 



i Through freight rates apply to work trains, 1910, and to work, wreck, pusher or helper, mine runs, trans- 
fer and circus train in 1914. 
8 Mine runs and Wilkes-Barre transfer runs, 1910, classed as road runs and paid as per class of engine run. 



216 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of locomotive engineers. 



Class of service. 


Rate per day. 


Basis of day's work. 


Overtime, per 
hour. 


Overtime, per 
mile. 




1910 


1914 


1910 and 1914 


1910 


1914 


1910 


1914 




$3.90 

6.50 

4.80 
4.65 
4.50 
4.25 

4.50 
4.00 

4.75 
4.75 
4.75 
4.00 


$4.25 

6.50 

4.85 
4.75 
4.75 
4.75 

4.75 

(2) . 

6.75 
5.10 
5.00 
4.10 


100 miles or less 

100 miles or less, 10 
hours or less. 

do 

do 

do 

do 

do 

do 

do 

do 

do 

10 hours or less 


$0.39 

.65 

.48 
.465 
.450 
.425 

.45 
.40 

.475 
.475 
.475 
.40 


$0.50 ' 

.65 

.485 
.475 
.475 

.475 

.475 
( 2 ) 

.675 
.51 
.50 
.41 


$0. 039 

.065 

.048 
.0465 
.045 
.0425 

.045 
.04 

.0475 
.0475 
.0475 


SO 0425 


Through freight ;i 
Class of engine — 

Mallet 


.065 


Class E5 


.0485 


Consolidation 

D3, D3A, D3B 

Other engines 

Milk train: 

Class of engine- 
Consolidation 

Other engines 

Local freight: 3 

Class of engine- 
Mallet 


. 0475 
.0475 
.0475 

.0475 

( 2 ) 

.0675 


Class E5 


.051 




.05 


















I 









i Through freight rates apply to work trains, 1910, and to work, wreck, pusher or helper, mine runs, 
transfer, and circus trains in 1914. 
2 Through freight rates apply. 

s Mine runs and Wilkes-Barre transfer runs, 1910, classed as road runs and paid as per class of engine run. 
* Paid at freight-train rates, according to class of engine used and service. 



DELAWARE, LACKAWANNA & WESTERN RAILROAD CO. 

Passenger engineers on this railroad, as can be seen from the fol- 
lowing table, had their rates of pay advanced by the award of the 
arbitration board 15 and 25 cents a day in regular service, according 
to classes of engines, and 5 cents a day in suburban service. The 
increases in rates of pay per day in other branches of service granted 
by the arbitration board were as follows: 

Through freight service, 25 cents a day (certain classes of engines 
only) . 

Work, wreck/ and roustabout, 15 and 25 cents a day. 

Switching service, 10 cents a day (certain classes of engines only). 

Local freight service, 15 and 25 cents a day. 

Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration, effective May 1, 1912. 



Class of service. 



Rate per day. 



1910 



1913 



Increase. 



Amount. Per cent 



Passenger: 

100 class engines 

Other engines 

Suburban service 

Through freight: 

300, 700, and 800 class engines. 

All other engines » 

Roustabout, work, and wreck: 

300. 700, and 800 class engines. 

All other engines 2 

Switching: 

151 and 184 class engines 

All other engines 

Local freight: 

300, 700, and 800 class engines. 

All other engines 2 



$4.10 
4.00 
4.20 

4.80 
4.50 

4.65 
4.50 

4.50 
4.00 

4.90 
4.75 



$4.25 
4.25 
4.25 

4.80 
4.75 

4.80 

4.75 

4.50 
4.10 

5.05 
5.00 



$0.15 
.25 
.05 

.00 
.25 

.15 
.25 

.00 
.10 



3.7 
6.3 
1.2 

.0 
5.6 

3.2 
6.3 

.0 
2.5 

3.1 
5.3 



i Not including 385 and 1200 class engines, 1913, and new 500 class engines, 1910. 

2 Not including 385, 1150, and 1200 class engines, 1913, and 151, 169. 184, and 500 class engines, 1910. 



RAILROAD LABOR ARBITRATIONS. 
Rates of pay of locomotive engineers. 



217 



Class of sen-ice. 



Rate per 
day. 



1910 1913 



Passenger: 

lOOclass engines $4. 10 



Other engines 

Suburban service. 
Through freight: 

1150 class engines. 



300. 700, and 800 class engines . . 

385 and 1200 class engines 

New 5O0-class engines 

All other engines. 

Roustabout, work, and wreck: 

300. 700. and SO0 class endues... 

385 and 1200 class engines 

1150 class engines 

All other engines 

151, 1G9, 184, and 500 class engines 
Switching: 

151 and 184 class engines 



All other engines 

Local freight: 

300, 700, and 800 class engines.... 



385 and 1200 class engines.... 

1150 class engines 

500 class engines 

All other engines 



4.00 

4.20 



4. 65 
4.50 



4.65 



4.50 
4.65 



4.00 
4.90 



84.25 



4.25 
4.25 



4.80 
4.95 



4.80 
4.95 
4. SO 



4.65 | 
4.7.5 ; 



4.50 

4.10 
5.05 



5.20 
5.05 

5.00 



Basis of a day's work. 



100 miles or less, 10 hours 
or less. 

....do 

....do 



.do 



.do -» 

.do 

.do 

.do 



10 hours or less. 
....do 



10 hours or less, 100 
miles or less. 



....do 

....do 

....do 

....do 



1913 



Overtime 
per hour. 



1910 1913 



100 miles or 

less. 
....do 



10 hours or 
less, 100 
miles 
less. 

...do 

... .do . 

....do 

....do. 



ur 



.do 
.do . 
.do 
.do 
.do 



10 hours or 

less. 
....do 



10 hours or 



less, 

miles 

less. 

...d > . 

...do. 

...do. 

...do. 



$0.41 

40 
42 



.465 
.475 



10.50 



.48 



.48 
.495 

.475 

.480' 
. 495 
.480 
.475 



.45 
.41 

. 505 



.52 
.505 



.50 



For minimum day's pay of $4.25. 



GRAND RAPIDS & 



INDIANA RAILWAY CO. 
DIVISIONS. 



NORTHERN AND SOUTHERN 



As a result of the award of the arbitration board, passenger engi- 
neers on this railway secured increases in rates of pay from 4.4 to 
6.3 per cent. In local freight service there was an increase of 11 
cents a day to engineers, amounting to an advance of 2.2 per cent, 
while the rates of yard engineers were increased 3.8 per cent. Engi- 
neers engaged in through freight service were not granted any higher 
rates by the award. 

On the southern division of the same railway the increases in rates 
of pay obtained as a result of the arbitration were practically the 
same as on the northern division. The table showing the comparison 
of rates before and after arbitration on the northern division follows. 



218 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration, effective May 1, 1912. 



SOUTHERN DIVISION. 



Class of service. 



Rate per- 



Pay. 



1911 1913 



Increase. 



Amount. Per cent 



Passenger: Average rate for specified trips 

Irregular passenger: Rate per mile with minimum 

of 100 miles (unless otherwise specified). 
Through freight: Average rate for specified trips . . 

Snowplow and flanger 

Yard: Average for all yards 



Day. 

Day. 
Mile. 
Hour 



$4. 50 $4. 70 
04 . 0425 



5.95 
.05 
.395 



5.95 
.05 
.41 



.20 

.0025 

.00 
.00 
.015 



4.4 
6.3 

.0 

.0 

3.S 



NORTHERN DIVISION. 



Passenger: Average rate for specified trips 

Irregular service: Rate per mile with minimum of 

100 miles (unless otherwise specified). 
Through freight: Average rate for specified trips . . 

Snowplow and flanger 

Yard: Average rate all yards 



$6.31 


$8.7J 


$0.40 


.04 


.0425 


.0025 


5.41 


5.41 


.00 


.05 


.05 


.00 


.395 


.41 


.015 



6.3 
6.3 

.0 

.0 

3.8 



Rates of pay of locomotive engineers. 

NORTHERN DIVISION. 





Rate. 




Rate. 


Overtime limit 
(hours). 


Overtime 
per hour. 


Class of service. 














1911 


1913 


1911 


1913 


1911 


1913 


1911 


1913 


Passenger runs between: 






Through freight 














Grand Rapids-Cadil- 


$4.00 


$4.25 


runs between: 1 














lac. 






Grand Rapids- 


$4.88 


$4.88 


10.00 


10.00 


$0.49 


$0,488 


Grand Rapids-Big 


4.48 


4.76 


Muskegon R. 7. 














Rapids R. 7. 






Grand Rapids- 


4.88 


4.88 


10.00 


10.00 


.49 


.488 


Grand Rapids-Tra- 


5.80 


6.16 


Cadillac. 














verse City. 






Cadillac-Macki- 


6.47 


6.47 


12.48 


12.48 


.49 


.647 


Grand Rapids-Mack- 


9.04 


9.60 


naw City. 














inaw City. 




















Grand Rapids-Mack- 


9.44 


10.03 
















inaw City via Har- 




















■ bor Springs. 




















Cadillac - Mackinaw 

City. 
Irregular service: 


5.12 


5.44 
















.04 


.0425 
















Rates per mile 




















with minimum of 




















100 miles (unless 




















otherwise speci- 
fied). 
Passenger overtime per 




















.45 


.50 
















hour. 





















i Runs not specified paid at the mileage rate existing in district where run is made, with a minimum of 
100 miles or 10 hours. 



RAILROAD LABOR ARBITRATIONS. 



219 



Rates of pay of locomotive engineers — Continued. 

northern division— continued. 



Class of service. 



Rate. 



1911 



1913 



Overtime per 
hour. 



1913 



Overtime limit 
(hours). 



1911 



1913 



Local freight runs between: 

Grand Rapids and Big Rapids 2 

Big Rapids-Cadillac R. 7 

Cadillac-K. S. Tower 

K. S. Tower-Mackinaw City 

Traverse Citv- Walton Junction R. 7 3 

'irand Rapids-Muskegon R. 7 4 

Cadillac, Lake City, and Jennings Branch 

Cadillac- Woods Spurs 

Work train, wreck train, and engine trial service, 

per mile 

Snow plow and Hanger service, per mile 6 

Yard service (per hour): 

Grand Rapids 

Other yards 



$5.06 $-5.13 



5.06 

5.06 I 
5.06 ; 
5.06 I 
5.06 I 
5.06 
5.06 1 



5. 13 

5.30 
5.30 
5.30 
5.13 
5.30 
5.30 



(5) .0505 

.05 .05 



$0.46 
.46 
.46 
.46 
.46 



( 6 ) 



$0,513 
.513 
.53 
.53 
.53 
.513 
.53 
.53 

.0505 
.05 



11.00 
11.00 
11.00 
11.00 
11.00 
11.00 



}' 



.41 



10.00 
10.00 
10.00 
10.00 
10.00 
10.00 



10.00 



1 Overtime pro rata in 1913. 

2 Includes switching at Big Rapids. 

3 Includes switching at Traverse City 
* Includes switching at Muskegon. 



s Paid on local freight basis— minimum of 100 miles or 10 hours. 
6 Minimum of 100 miles or 10 hours. 
T Minimum 10 hours. 



SOUTHERN DIVISION. 





Rate. 




Rate 


Overtime 


Overtime limit 


Class of service. 


Class of service. 




per heir. 


(hours). 




1911 


1913 


1911" 


1913 


1911 


1913 


1911 


1913 


Passenger runs between: 






Through freight 














Fort Wayne and Rich- 


$4.10 


$4.25 


runs between: 1 














mond. 






Richmond and 


$4.90 


$4.90 


$0.49 


$0.49 


1O.00 


10.00 


Fort Wavne and Wol- 


4.00 


4.25 


Fort Wavne. 














cottville R. 7. 






Fort Wavne and 


7.00 


7.00 


.49 


.70 


14.12 


14.12 


Fort Wavne and 


5.80 


6.04 


Grand Rapids. 














Grand Rapids. 




















Grand Rapids and 


4.10 


4.25 
















Kalamazoo R. 7. 


















Irregular service : Rates | . 04 


.0425 
















per mile with mini- 




















mum of 100 miles(un- 




















less otherwise speci- 




















fied). 




















Passenger overtime, per 


.45 


.50 
















hour. 





















Class of service. 


Rate. 


Overtime per 
hour. 


Overtime limit 
(hours). 




1911 


1913 


1911 


1913 


1911 


1913 


Local freight runs between: 2 


$5.06 
5.06 
5.06 
5.06 
5.06 
.046 

( 7 ) 
.05 

.40 
.39 


$5.15 
5.15 
5.18 
5.18 
5.18 
( 6 ) 

6 . 0505 
.05 

.41 
.41 


$0.46 
.46 
.46 
.46 
.46 


$0,515 


11.00 


10.00 


Ridge ville-Fort Wavne S. 7 3 


.515 11-00 


10.00 


Fort Wavne-Wolcott ville R. 7 4 


.518 
.518 
.518 


11.00 
11.00 
11.00 


10.00 




10.00 




10.00 






Work-train, wreck-train, and engine-trial service, 


















Yard service (per hour): 























1 Runs not specified paid at the mileage rate existing in district where run is made, with a minimum of 
100 miles or 10 hours. 

2 Switch lines on basis of local freight service. 

3 Includes switching at Ridgeville. 

< Includes switching at Wolcott ville. 

5 Minimum of 100 miles or 10 hours. 

6 Runs not specified paid at the mileage rate existing in the district where run is made, with a minimum 
of 100 miles or 10 hours. 

7 Paid on local freight basis — minimum of 100 miles or 10. hours. 



220 



RAILROAD LABOR ARBITRATIONS. 



HOCKING VALLEY RAILWAY CO. 

As a result of the arbitration award the minimum rate to engineers 
per mile for passenger service on this railway was advanced 16.4 
per cent. 

Engineers in through freight service had their rates of pay advanced 
from 3.3 to 5.6 per cent, according to the class of engines used. In 
helper and mine-run service rates of pay were 12.5 and 11.8 per 
cent, respectively, higher after the award than before. 

Small increases were secured in yard and work train service, 
amounting to 2.5 and 3.3, respectively. 

Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration, effective May 1, 1912. 



Class of service. 



Rate 
per — 



Pay. 



1910 



1913 



Increase. 



Amount. Per cent 



Through freight: 

Engines over 20-inch cylinder 

Consolidation engines 

Other engines 

Local freight 

Helpers, Columbus to Powell and return. 

Work, wreck, and circus 

Mine 



Mile. 
..do. 



All yards 

Minimum rate per mile; 100 miles passenger service 1 



...do.. 
Day.. 
Trip. 
Day.. 
..do.. 
Hour. 
Mile.. 



SO. 0475 
.546 
.045 

4.75 

2.00 

4.60 

4.25 
.40 
.0365 



SO. 0475 
.0475 
.0475 

5.00 

2.25 

4.75 

4.75 
.41 
.0425 



SO. 00 
.0015 
.0025 
.25 
.25 
.15 
-.50 
.01 
.006 



0.0 
3.3 
5.6 
5.3 

12.5 
3.3 

11.8 
2.5 

16.4 



1910, through passenger service; 1913, passenger service. 
Rates of pay of locomotive engineers. 



Class of service. 


Rate 
per— 


Pay. 


Overtime after — 


Overtime per 
hour. 




1910 


1913 


1910 


1913 


1910 


1913 


Through freight: 1 

Engines over 20-inch cylinder 

Consolidation engines 

Other engines 

Local freight 


Mile... 
...do.. 
...do.. 

Day... 

Trip. . 

,Day... 
...do. . 


SO. 0475 
.046 
.045 
4.75 
2.00 

4.60 

4.25 

1.40 

.40 

.0365 

5.85 


SO. 0475 
.0475 
.0475 
5.00 
2.25 

4.75 

4.75 

1.42 

.41 

.0425 


( 2 ) 

( 2 ) • 

( 2 ) 
10 hours... 
5 hours — 

10 hours... 

...do 

3 hours 

10 hours... 

( 4 ) 


.* ( 2 ) 

( 2 ) 

( 2 ) 
10 hours... 
5 hours 

10 hours... 

...do 

3 hours 

10 hours... 

( 4 ) 


$0.45 
.45 
.45 
.45 
.45 

.45 
.45 
.45 
.40 

5.45 


$0,475 
.475 
.475 
.50 


Helpers, Columbus to Powell and 

return. 
Work, wreck, and circus 


.225 

.475 


Mine 

Called and not used 


.475 
.142 


All yards 


Hour . 
Mile... 
Trip.. 


.45 


Passenger^ 

Minimum rate per mile; 100 miles, 
passenger service. 

Jackson to Logan and return, in- 
cluding short runs between 
Wellston and Dundas. 

Jackson to Logan and return (1 
round trip). 

Dundas to Jackson and return (1 


.50 


8.13 










round trip). 
. Dundas to Wellston and return 
(2 round trips). 















i Minimum 100 miles or 10 hours. 

2 10 miles per hour. 

3 1910, through passenger service; 1913, passenger service. 
* Overtime computed on basis of 20 miles per hour. 

6 After 2 hours late, 



RAILROAD LABOR ARBITRATIONS. 



221 



KANAWHA & MICHIGAN RAILWAY CO. 

Rates paid to engineers in through passenger service on this rail- 
way were advanced 16.4 per cent by the award of the arbitration 
board. In local freight and work train service an increase of slightly 
more than 5 per cent was secured by the engineers through the action 
of the arbitration board, and an advance of 3.3 per cent in rates of 
pay in through-freight service. 

In yard switching service rates of pay were advanced 2.5 per cent. 

Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of -arbitration, effective May 1, 1912. 



Class of service. 



Rate per- 



Through passenger 

Through freight 

Local freight 

Work, wreck, and circus trains. 
Switching: Yard switching 



Mile 

do 

Day 

do 

•....do 



Pav. 



1910 



$0.0365 
. 040 

4.75 

4.50 
,4.00 



1912 



$0. 042o 

.0475 

5.00 

4.75 

4.10 



Increase. 



Amount. Percent. 



$0,006 
.0015 
.25 
.25 
.10 



16.4 
3.3 
5.3 
5.6 
2.5 



Rates of pay of locomotive engineers. 



Class of service. 


Rate. 


Basis of day's work. 


1 
Overtime, Overtime, 
per hour. per mile. 




1910 1912 


1910 


1912 


1910 


,1912 


1910 


1912 


Through passenger.. 


Per mile. 

$0. 03tf5 

Per day. 
$3.60 


Per mile. 
'$0.0425 

Per day. 


( 2 ) 


100 miles or 
l'ess. 


3 $0.45 


SO. 50 




$0.0425 


Minimum passenger 
rate. 

Through freight * — 

Local freight 

Minimum freight 

rate. 
Work, wreck, and 

circus trains, etc. 

Albany helper 

Switching: Yard 


$4. 25 

Per mile. 
5|Q.047o 

Per dm/. 
$5. 00 
4.75 


100 miles or 

less. 

10 hours or 
less; 10 
miles or less. 

do ,.. 


.46 
.45 


.50 
.475 

.50 


$0,046 


0425 


Per mile. 
10.046 

Per trip. 
$4.75 


100 miles or less. 
10 hours or less.. 


.0475 
.05 


4.50 

2.75 

Per day. 
$4.00 


4.75 
( 4 ) 
4.10 


10 hours or less.. 

Overtime after 
5 hours. 

10 hours or less.. 


10 hours or 
less; 10 
miles or less. 

( 4 ) 

10 hours or less. 


.45 
.45 
.45 


.475 
(*) 

.45 




.0475 









on minimum day rate of $4.25 per 100 miles or less. 

2 Engineers entitled to minimum allowance of 50 miles per day. 

s Overtime after 2 hours late on schedule per hour. 

•> Effective May 1, 1912, through freight rates apply on all pusher or helper or mine-run trains; helpers 
can be used for any kind of helping service in 10 hours without extra pay, except when they exceed 100 
miles. 1 • elpers on pick-up or local freight receive local pay. 

& Based on minimum day rate of $4.75 per 10 hours or less, 100 miles or les6. 

Note.— When Calumet type engines used in freight service, 50 cents per day additional allowed. 



222 



RAILROAD LABOR ARBITRATIONS. 

Mileage allowance of locomotive engineers. 



1910 



1912 



mileage allowed: 
Charleston to Corning via Gallipolis, Middleport, and Athens 

Charleston to Hobson via Gallipolis and Middleport 

Charleston to Gauley Bridge and return 

Middleport to Gauley Bridge via Gallipolis and return 

Middleport to Coming via Athens 

Hobson to Corning via Athens 



Freight mileage allowed: 

Hobson to Columbus via H. V. Ry 

Hobson to West Columbus via H. V. Ry 

Hobson to West Columbus via T. & O. C. Ry 

Hobson to Corning and return 

Hobson to Chauncey and return 

Hobson to Dickinson 

Hobson to Charleston and return 



Overtime 
after— 



1910 



H. m. 

10 55 

11 05 

12 25 
11 25 

9 00 

10 00 

13 50 



1913 



H. m. 

10 55 

11 05 

12 25 
11 25 
10 00 
10 00 

13 50 



139 
80 
78 

235 
61 
59 



111 

124 
114 
100 
100 

138 



239 
61 



109 
111 
124 
114 
100 
100 
138 



LEHIGH VALLEY RAILROAD CO. 

Passenger engineers employed on this railroad had their minimum 
rates of pay increased by the award of the arbitration board from 
15 to 25 cents a day. In mine-run service the rates of pay to engi- 
neers were increased from $4.50 to $4.75 a day, and in pusher, helper, 
and work-train service from $4.30 to $4.75 a day. 

Yard engineers were advanced 10 cents a day, or 2.5 per cent; 
and engineers employed on local freight trains, 30 cents a day, or 
6.4 per cent. 

Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration , effective May 1, 1912. 



Class of service. 



J-54 class engines or heavier 

All other engines 

Mine rims: All other engines 

Pusher, helper, and work train: All other engines 

Local freight and pick-up: All other engines 

Yard service: All other engines 



Rate per day. 



1911 1913 



» $4.10 

14.00 
4.50 
4.30 

2 4.70 
4.00 



$4.25 
4.25 
4.75 
4.75 
5.00 
4.10 



Increase. 



Amount. Per cent 



$0. 15 
.25 
.25 
.45 
.30 
.10 



3.7 
6.3 
5.6 
10.5 
6.4 
2.5 



i Exclusive of specified trips for which various rates are given. 

a Where this rate does not equal through rate for same distance, through rate to apply. 



BAILBOAD LABOB ABBITBATIONS. 



223 



Rates of pay of locomotive engineers. 



Class of service. 



Passenger: 

J54 class engines or heavier. 

All other engines 

Mine runs: 

J 54 class engines or heavier. 



N2 class engines 

M31 class engines or heavier . 

All other engines 

Pusher, belper, and work trains: 
J 54 class engines or heavier. . , 



N2 class engines 

All other engines 

Local freight and pick-up service: 

J54 class engines or heavier 

N 2 engines 

All other engines 

Yard service: 

M37and Nl class engines 

M34 to M3S class engines, inclusive, J55s, 
Nls, and N2s. 

All other engines 

Through freight: 

N2 class engines 

All other engines 



Rate per day. 



1911 



i$4.10 
14.00 



4.65 



4.75 
4.50 



4.50 



4.30 
3 4. S5 



3 4.70 
4.50 



4.00 



1913 



$4.25 
4.25 



5.00 
4.' 75' 



5.00 
4.75 



5.25 
5.00 



4.50 
4.10 



5.00 
4.75 



Overtime per hour. 



1911 



2 SO. 41 
2.40 

Actual time paid 
for according to 
class of service. 

....do... 

....do 

....do 

Overtime after 10 
hours. 

....do 

....do 

..-.do : 

....do 

....do 

....do 

....do 

....do 



1913 



$0. 50 
.50 



Basis of 10 miles an 
hour; pro rata on 
minute basis. 



Do. 



Do. 



Overtime after 10 
hours. 



.50 
.475 



i Exclusive of specified trips for which various rates are given. 

2 100 miles or less, 10 hours or less, constitute a day. Overtime in 1911 paid for actual time on the basis of 
10 hours a day or less, 100 miles or less. 

s Where this rate does not equal through rate for same distance, through rate to apply. 

Rate of pay per day on any division in which the service is not covered by specified allowance: 

M3i class engines or heavier $4. 75 

J54 class engines or heavier 4. 65 

All other engines 4. 50 



MICHIGAN CENTBAL BAILBOAD CO. 

On this railroad rates of pay to engineers in through and way 
freight and circus train service were not advanced as a result of the 
award of the arbitration board. 

Passenger engineers received an increase of 10 cents a day, which 
amounted to 2.4 per cent. Engineers employed on work and wreck 
trains had their rates of pay advanced from 3.3 to 5.4 per cent. 

Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration, effective May 1, 1912. 



Class of service. 



Passenger 

Through freight: * 

Engines with cylinders over 19 by 2-4 

Engines with cylinders 19 by 24 and under 

Way freight: 2 3-creVed way freights and locals 

Road work or wrecking tram: 

Engines with cylinders over 19 by 24 

Engines with cylinders 19 by 24 and under 

Circus train: 

Engines with cylinders over 19 by 24 

Engines with cylinders 19 by 24 and under 

Switching: 

Chicago district 

At points where only 1 switch engine works 

All other points 

East division : Way freights 



Rate per- 



Day. 

..do. 
..do. 



Month . 



Day. 
..do. 



.do.... 
-do.... 



Hour.. 
..do... 
..do... 
Month. 



1910 



$4.15 

4.85 

4.75 

117. 50 

4.60 
4.60 

4.85 
4.75 

.41 

.39 

.40 

117. 50 



1912 



$4.25 

4.85 

4.75 

117. 50 

4.85 
4.75 

4.85 
4.75 

.41 

.41 

.41 

117. 50 



Increase. 



Amount. Per cent. 



$0.10 

.00 
.00 
.00 

.25 
.15 

.00 
.00 

.00 
.02 
.01 
.00 



2.4 

.0 
.0 
.0 



.0 
.0 

.0 

5.1 

2.5 

.0 



i All single-crewed way freights or locals, 100 miles or less, 10 horns or less per day, rate of 60 cents per 
day in addition to through freight rate; overtime pro rata. Engineers in snowplow and flanger service, 
100 miles or less, 10 hours or less a day, at through freight rates. 

2 Switching and caring for trains at all stands additional at schedule rates. 



224 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of locomotive engineers. 



Class of service. 


Rate. 


Basis of a day's work. 


1910 


1912 


1910 


1912 




$4.15 

4.85 

4.75 
117. 50 

4.60 
4.60 

4.85 
4.75 

.41 
.39 

.40 

117. 50 


S4.25 

4.85 

4.75 
117. 50 

4.85 
4.75 

4.85 
4.75 

.41 
.41 

.41 

117. 50 


100 miles or less . . . 

100milesorless,10 
hours or less. 

do 

Overtime after 12 
hours . 

10 hours or less 

do 

do.... 

do 

] Double-crewed en- 
gines, 10 hours 

\ or less; single- 
crewed engines, 

J 11 hours or less. 
Overtime after 9 
hours. 




Through freight: 1 

Engines with cylinders over 19 by 24, per day. . 

Engines with cylinders 19 by 24 and under, per 
day. 
"Way freight: 1 3-crewed way freights and locals, 

per month. 
Hoad work or wrecking-train service: 

Engines with cylinders over 19 by 24, per day.. 
Engines with cylinders 19 by 24 and under, per 
day. 
Circus-train service: 

Engines with cylinders over 19 by 24, per day. . 
Engines with cylinders 19 by 24 and under, per 
day. 
Switching: 2 


100 miles or less, 
10 hours or 
less. 
Do. 

Overtime after 
12 hours. 

10 hours or less. 
Do. 

Do. 
Do. 


At points where only 1 switch engine works, 
per hour. 


Do. 


East division: Way freights, per month 






• 9 hours. 



Class of service. 



Overtime per hour. 



1910 



1912 



Overtime per 
mile. 



1910 



1912 



Passenger, per day 

Through freight ;i 

Engines with cylinders over 19 by 24, per day 

Engines with cylinders 19 by 24 and under, per day 

Way freight: l 3-crewed way freights and locals, per month. 
Road work or wrecking-train service: 

Engines with cylinders over 19 by 24, per day 

Engines with cylinders 19 by 24 and under, per day 

Switching: 2 

Chicago district, per hour 



$0. 50 



$0. 485. 
0. 475. 
0.45.. 



0.46. 
0.46. 



At points where only 1 switch engine works, per hour.. 
All other points , per hour 



Single-crewed 
engines, pro 
rata. . 

....do 

...do 



.485 
.475 
.45 

.485 
.475 



$0. 415 



.0485 
.0475 



$0. 425 



.0485 
.0475 



.046 
.046 



.0485 
.0475 



1 All single-crewed way freights or locals, 100 miles or less, 10 hours or less per day. Rate of 60 cents per 
day in addition to through freight rates, overtime pro rata. Engineers ir snow-plow and flanger service, 
100 miles or less, 10 hours or less, a day, at through freight rates. 

2 Switching and caring for trains at all stands additional at schedule rate. 



RAILROAD LABOR ARBITRATIONS. 



225 



NEW YORK, CHICAGO & ST. LOUIS RAILROAD CO. 

The rates of pay to passenger engineers on a trip basis were in- 
creased by the arbitration board between 3 and 4 per cent. . 

The increase in rates allowed in pick-up freight service ranged 
from 1.4 to 2.3 per cent; in through freight service, from three-tenths 
of 1 per cent to 2 per cent. 

The hourly rates in yard service were increased 5.8 per cent and 
the trip rates in local freight service were advanced approximately 
2 per cent. 

Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration, effective May 1, 1912. 



Class of service. 


Rate per— 


1910 


1912 


Increase. 


Amount. \ Per cent. 

I 


Passenger (specified runs): 


Trip 

...do 


$4. 75 
5.40 
5.10 
5.85 
4.10 
5.00 

5.70 
6.45 
6.10 
6.90 
4.60 
.3875 

5.40 
6.15 
5.80 
6.60 

5.60 
4.90 


S4.93 
5.61 
5.27 
5.99 
4.25 
5.00 

5.70 
6.60 
6.20 
7.00 
4.75 
.41 

5.415 


$0.18 
.21 
.17 
.14 
.15 
.00 

.00 
.15 
.10 
.10 
.15 
.0225 

.015 


3.8 




3.9 




...do 


3.3 


Chicago division 

Passenger runs of 100 miles or less, not specified 

Stony Island and La Salle Street Station, passenger 

transfer. 
Freight, pick-up: 


...do 

...do 

...do 

...do 


2.4 
3.7 
0.0 

0.0 




...do 


2.3 




...do 


1.6 




...do 


1.4 




Day 

Hour 

Trip 

...do 


3.3 




5.8 


Through freight: 


0.3 




6.27 .12 


2.0 


Fort Wayne division ...do 


5.89 
6.65 

5.70 
5.00 


.09 
.05 

.10 
.10 


1.6 
0.8 


Local freight: 

Bulla lo Junction 1 o Conneaut 


...do 

...do 


1.8 
2.0 









Rates of pay of locomotive engineers. 



Passenger service. 


Rate per trip. 


Mileage. 


Overtime after. 


1910 


1912 


1910 


1912 


1910 


1912 


Specified runs: 

Buffalo division 


S4.75 


£4.93 


116 
132 
124 

141 
1136 
U28 


116 
132 
124 
141 
67 
65 


After 2 hours in 
excess of sched- 
ule time of re<ru- 

• larly scheduled 
trains. All other 
trains after 12 
hours. 


H. M. 

5 46 


Cleveland division 


5.40 


5.61 


6 36 


Fort Wayne division 

Chicago division 


5.10 J 5.27 

5.85 . 5.99 

i 5. 40 ■ 4. 25 

15.30 4.25 

2 4.15 8 5.61 


6 12 

7 3 


Cleveland and Conneaut. ... 

Cleveland and Bellevue 

Cleveland short runs 


5 
5 
12 


Passenger runs of 100 miles or 
less, not vpe-Mfied. 
Bellevue to Fostoria and re- 


4.10 
4.15 
5.00 


4.25 


64 


( 4 ) 


I 5 


turn or reverse. 

Stonv Island and LaSalle 


5.00 




No overtime al- 
lowance. 




Street station, passenger 
transfer. 









i And return, or reverse. 

2 Cleveland and Vermillion,, and Cleveland and Dover excursion trains. 

3 Cleveland to Vermillion and return, including going to Euclid Avenue or points between Broadway 
Depot and to Sheffield to turn engine. 

1 100 mile- or less. 



51393°— S. Doc. 493, 64-1- 



-15 



226 



BAILEOAD LABOE AEBITEATIONS. 

Rates of pay of locomotive engineers — Continued. 



Through freight service. 


Rate per trip. 


Mileage. 


Overtime after— 


1910 


1913 


1910 


1913 


1910 


1913 


Specified runs: 

Buffalo division 


$5.40 
6.15 
5.80 
6.60 

5.60 
4.90 
4.90 
4.90 
4.90 
4.90 
4.90 
4.90 
4.90 


$5,415 
6.27 
5.89 
6.65 

5.70 
5.00 
5.00 
5.00 
5.00 
5.00 
5.00 
5.00 
5.00 


114 
132 
124 

140 

114 
96 
65 

68 
64 
62 
62 
80 
61 


114 
132 
124 
140 

114 
96 
65 

68 
64 
62 
62 
80 
81 


12 hours. 
...do.... 
...do.... 
...do.... 

...do.... 
10 hours. 
...do.... 
...do.... 
...do.... 
...do.... 
...do.... 
...do.... 
...do.... 


H. M. 
11 24 


Cleveland division 


13 12 


Fort Wa vne division 


12 24 


Chicago division 


14 


Local freight: 

Buffalo Junction to Conneaut 


11 24 


Buffalo Junction to Brockton and return 


10 
do 




do. 


Cleveland and Bollevue 


do. 




do. 


Leipsic Junction and West Fort Wayne 

Fort Wayne and Knox 


do. 
do. 


Knox and Stony Island 


do. 







Froight service, pick-up rates. 


Per trip. 


Mileage. 


Overtime after. 


1910 


1913 


1910 


1913 


1910 


1913 


Runs: 

Buffalo division 


$5. 70 
6.45 
6.10 
6.90 


$o. 70 
6.60 
6.20 
7.00 


114 
132 
124 
140 


114 
132 
124 
140 


12 hours... 

...do 

...do 

...do 


H. M. 
11 24 




13 12 


Fort Wayne division 


12 24 




14 







Work train rates. 


Rate per day. 


Overtime after. 


Overtime per 
hour. 




1910 


9113 


1910 


1913 


1910 


1913 


All districts 


$4.60 


$4.75 


10 hours... 


10 hours... 


$0.46 


$0. 475 









Yard rates. 


Rate per hour. 




19101 


19132 


Localities: 

Chica go 


$0.40 
.39 
.37 
.39 
.395 
.39 
.37 
.395 


$0.41 


Fort Wayne , 


.41 


Fostoria 


.41 


Bellevue 




.41 


Cleveland 


.41 


Conneaut 


.41 


Erie 


,41 


Buffalo 


.41 







1 12 hours or less constitute a day. Overtime after 12 hours pro rata. 
2 10 hours or less constitute a day. Overtime pro rata after 10 hours. 

NEW YORK, NEW HAVEN & HARTFORD RAILROAD CO. 

Switching engineers on this railroad received no increase in rates 
of pay from the application of the award of the arbitration board. 
In local freight service an increase in rates of pay of 35 cents a day 
was granted, which amounted to 7.5 per cent. 

The rates to passenger engineers were increased 3.7 per cent, and 
to engineers in all classes of freight service except local freight, 10 
cents a day, or 2.2 per cent. 



RAILROAD LABOR AEBITRATIONS. 



227 



Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration, effective May 1, 1912. 



Class of service. 



Rate per— 



1910 



1912 



Increase. 



Amount. Percent 



Passenger: 

Standard i Mile. 

Minimum ! Day. 

Through freight, work trains, etc > .do. 

Local freight do . 

Switching: , 

Eight-hour yards .do. 

Ten-hour yards i . . .do. 



SO. 041 
4.10 
4.65 
4.65 

3.50 
4.10 



?0. 0425 
4.25 
4.75 
5.00 

3.50 
4.10 



SO. 0015 
.15 
.10 
.35. 

.00 
.00 



3.7 
3.7 
2.2 
7.5 

.0 
.0 



Includes wreck, pusher, helper, circus, and milk trains, 1913. 
Rates of pay of locomotive engineers. 



Class of service. 


Rate per day. 


Basis of a day's work. 


Overtime, per 
hour. 


Overtime 
per mile. 




1910 


1912 


1910 


1912 


1910 


1912 


1910 


1912 


Passenger: 

Standard 

Minimum 

Through freight, 
work trains, etc s 

Local freight 

Switching: 

Eight-h our 


i $0.0410 

4.10 
4.65 

4.65 
3.50 
4.10 


SO. 0425 

4.25 
4.75 

5.00 
3.50 
4.10 


100 miles or 
less; 10 hours 
or less. 

do 

do 

do 

8 hours or less.. 
10 hours or less. 


(«) 

( 2 ) 
100 miles or 

less; 10 hours 

or less. 
..*... do 

8 hours or less . . 

10 hours or less. 


80.41 

.41 

.465 

.465 
Pro rata. & 
...do.s... 


SO. 50 

.50 
*.475 

.50 
Pro rata. 5 
...do.s... 


SO. 041 

.041 
.0465 

.0465 


SO. 0425 

.0425 
.0475 

.05 


yards. 
T e n - h o u r 
yards. 







J Rate per mile. 

2 Local passenger service, 100 miles or less, 10 hours or less. Through passenger service, 100 miles or less. 
Overtime computed on basis of 20 miles per hour on the minute basis. 

3 Includes wreck, pusher, helper, circus, and milk trains, 1913. 

« Overtime computed on basis of 10 miles per hour and paid for pro rata on minute basis. 
6 Engineers on switching jobs in 1910 required to work overtime exceeding one-half of the regular day paid 
for 1 day. 



NEW YORK, SUSQUEHANNA & WESTERN RAILROAD CO. — WILKES-BARRE 
& EASTERN RAILROAD. 

Unusually large increases were secured by the engineers on this 
railroad as the result of the award of the arbitration board. 

The rate per mile paid to passenger engineers was advanced 9 per 
cent; to through freight engineers, 18.8 per cent; and to local freight 
engineers, 25 per cent. Switching engineers had their rates of pay 
increased 65 cents a day, or 18.8 per cent. 

Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration, effective May 1, 1912. 



Class of service. 


Rate per— 


1910 


1913 


Increase. 


Amount. 


Per cent. 




Mile 

....do 


SO. 039 

.04 

.04 

3.45 


$0. 0425 
.0475 
.05 
4.10 


SO. 0035 
. 0075 
.01 
.65 


9.0 




18.8 




....do 


25.0 




Day 


18.8 







228 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of locomotive engineers. 



Class of service. 


Rate 
per— 


1910 


1913 


Basis of day's work. 


Overtime 
per hour. 


Overtime 
per mile. 




1910 


1913 


1910 


1913 


1910 


1913 




Mile . . 
...do.. 
...do.. 

...do.. 
Day.. 

...do.. 


$0. 039 
.033 
.04 

.04 
3.45 

4.00 
4.00 


$0. 0425 


0) 


0) 




$0.50 






Delaware branch. . 






Through freight 

Local freight 

Switching 


.0475 

.05 
4.10 


100 miles or 

less, 10 

hours or 

less. 

....do 

10 hours or 
less. 


100 miles or 

less, 10 

hours or 

less. 

....do 

10 hours or 
less. 


$0.40 
.40 


.475 

.5a 


$0.04 
.04 


$0. 0475 
.05 














...do.. 



































i Runs arranged to suit the service. 
be made, 100 miles allowed. 



For runs that can not be scheduled so that 100 miles or more can 



PENNSYLVANIA RAILROAD CO. LINES EAST. 

On the Pennsylvania lines east of Pittsburgh the award of the 
arbitration board resulted in an increase in rates of pay to through 
passenger engineers ranging in general between 1 and 2 per cent and 
to local passenger engineers the advances secured were in general 
somewhat lower. 

In through-freight service, as well as in helper and yard service, 
no increases in rates of pay were allowed. Engineers employed on 
work trains had their rates of pay advanced between 2 and 3 per 
cent. 

Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
aivardofthe board of arbitration, effective May 1, 1912. 





Through passenger. 




Local 


passenger. 




Division. 


Trip rate. 


Increase. 


. Trip rate. 


Increase. 




1910 


1912 


Amount. 


Per cent. 


1910 


1912 


Amount. 


Per cent. 


Schuylkill 


$5.00 
5.233 
5.18 
6.745 
5M8 
5.293 
5.13 


$5.00 
5.24 
5.245 
6.745 
5.61 
5.399 
5.13 


$0.00 
.007 
.065 
.00 
.13 
.106 
.00 


0.0 

.13 
1.3 

.0 

2.4 

2.0 

.0 
































$5.24 
5.40 


$5.24 
5.40 


SO. 00 
.00 


0.0 


Middle . 


.0 








6. 437 
5.69 

5.418 


6.508 
5. 736 

5.515 


.071 

.046 

.097 


1.1 




.8 


Williamsport and Susque- 
hanna 


6.06 
5. 243 
7.279 


6.20 

5.303 

7.381 


.14 
.06 
.102 


2.3 
1.1 
1.4 


1.8 




5.00 
5. 433 
5.34 


5.00 

5.458 

5.38 


.00 

.025 

.04 


.0 




.5 




4.17 

5.40 

5.48 

7.627 

6.72 

5.915 

6.623 

5.47 

5.589 

4.902 

6.395 


4.17 
5.40 

5.585 

7.707 

6.89 

6.055 

6:67 

5.47 

5.664 

4.902 

6.48 


.00 

.00 

.105 

.08 

.17 

.14 

.047 

.00 

.075 

.00 

.085 


.0 

.0 

1.9 

1.0 

2.5 

2.4 

.7 

.0 

1.3 

.0 

1.3 


.7 


























Sunbury and Shamokin 


5.395 
5.021 
5.239 


5.443 

5.09 

5.275 


.048 
.069 
.036 


.9 
1.4 




.7 


























Buffalo 


4.898 


4.904 


.006 


.12 







RAILROAD LABOR ARBITRATIONS. 



229 



Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration, effective May 1, 1912 — •Continued. 





Through freight. 


Local freight. 


Division. 


Trip 


rate. 


Increase. 


Trip rate. 


Increase. 




1910 


1912 


Amount. 


Per cent. 


1910 


1912 


Amount. 


Per cent. 


Schuvlkill 


$5.33 
4.224 
3.341 
6. 337 
5. 295 
5.124 
4.928 
5.007 

5.849 

3.171 

5.33 

5.493 

7. 269 

5.138 

5.419 

6.729 

5. 378 

4.716 

4.918 


$5.33 
4.224 
3.341 
6.354 
5.295 
5.124 
4.928 
5.007 

5.849 

3.171 

5.33 

5.493 

7.269 

5.138 

5.419 

6.729 

5.378 

4.716 

4.918 


SO. 00 
.00 
.00 
.017 
.00 
.00 
.00 
.00 

.00 
.00 
.00 
.00 
.0o 
.00 
.00 
.00 
.00 
.00 
.00 


0.0 
.0 
.0 
.3 
.0 
.0 
.0 
.0 

.0 
.0 
.0 
.0 
.0 
.0 
.0 
.0 
.0 
.0 
.0 


$5. 601 
5.33 
5.33 


$5. 756 
5.61 
5.61 


$0. 155 
.28 

.28 


2.8 


Tyrone 


5.3 


Belhvood 


5.3 


Philadelphia 




Middle 


5.759 
5.33 
5.391 
5.422 

5.38 

4.304 

5. 711 

5.58 

5.38 

5.33 

5.642 

5.33 

5.477 

5.828 


6.047 
5.61 
5.661 
5.705 

5.61 

4.488 

6.01 

5.61 

5.61 

5.61 

5.929 

5.61 

5.695 

6.12 


.288 
.28 
.27 
.283 

.23 

.184 

.299 

.03 

.23 

.28 

.287 

.28 

.218 

.292 


5.0 


Cresson 


5.3 


Pittsburgh 


5.0 




5.2 


Williamsport and Susque- 
hanna 


4.3 


Renovo 


4.3 


Trenton 


5.2 


Elmira 


.5 




, 4.3 


Bedford 


5.3 


Monongahela 


5.1 




5.3 


Sun bury and Shamokin 

Allegheny 


4.0 
5.0 






Camden Terminal. 


6.364 
5.591 
5.525 
5.609 


6.489 
5.883 
5.815 
5.888 


.125 
.292 
.29 
.279 


2.0 




5.33 


5.33 


.00 


.0 


5.2 


Cemral 


5.2 




5.485 


5.485 


.00 


.0 


5.0 









Helper. 


Passenger and freight. 


Division. 


Trip rate. 


Increase. 


Trip rate. 


Increase. 




1910 


1912 


Amount. 


Per cent. 


1910 


1912 


Amount. 


Per cent. 


Tyrone 


$1.07 
6.148 
5.33 

13.398 
5.33 
2.767 
1.688 
2.67 
1.60 


$1.07 
6.148 
5.33 

i 3. 403 
5.33 
2.767 
1.688 
2.67 
1.60 


SO. 00 
.00 
.00 
.005 
.00 
.00 
.00 
.00 
.00 


0.0 
.0 
.0 
.1 
.0 
.0 
.0 
.0 
.0 
































$5. 575 


$5. 575 


SO. 00 


0.0 






Renovo 










Baltimore 










Bedford 










Sunburv and Shamokin 












5.825 


6.12 


.295 


5 1 

















Light engine. 


Miscellaneous. 


Division. 


Trip rate. 


Increase. 


Trip rate. 


Increase. 




i 
1910 1912 

1 


Amount. 


Per cent. 


1910 


1912 


Amount. 


Per cent. 


Philadelphia 


$4,795 $4,795 


$0.00 


0.0 










Elmira 


$5.33 


$5.33 


$0.00 


0.0 


Maryland 


i.wi i.i94 


.003 


.3 










!'"" 



i Average of freight and passenger .helper combined. 



230 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration, effective May 1, 1912 — Continued. 



Division. 



Work train. 



Rate per hour. 



1910 



1912 



Increase. 



Amount. Per cent 



Yard.i 



Rate per hour, 
B8 or larger. 



1910 



1912 



Rate per hour, 
smaller than B8. 



1910 



1912 



Schuylkill 

Tyrone 

Belhvood 

Philadelphia 

Middle 

Altoona shop yard 

Cresson 

Pittsburgh 

Conemaugh 

Williamsport and Susque- 
hanna 

Renovo 

Eimira 



m. 



Baltimore 

Bedford 

Monongahela 

New York 

Sunbury and Shamokin. 

Allegheny 

Maryland 

Camden Terminal 

Delaware 

Central 

Buffalo...- 

Philadelphia terminal. . . 



488 
,485 
,485 
,488 

,488 

,485 



.488 
.488 
.485 
.488 
.485 
.488 
.485 



.496 
.485 
.485 
.485 
.488 



so. 



JOs 
498 
498 
498 

499 

498 
498 
498 



498 
.498 



,504 
, 498 



.500 



$0.01 
.013 
.013 
.01 

.011 

.013 

.01 

.01 

.01 

.01 

.013 

.01 

.013 

.01 

.013 

.01 

.01 

.008 

.013 

.013 

.013 

.012 



2.0 
2.7 
2.7 
2.0 

2.3 

2.7 
2.0 
2.0 

2.0 
2.0 
2.7 
2.0 
2.7 
2.0 
2.7 
2.0 
2.0 
1.6 
2.7 
2.7 
2.7 
2.5 



$0. 435 


$0. 435 


.435 


.435 


.435 


.435 


f .435 


.435 


L .435 


.435 


.435 


.435 


.435 


.435 


.435 


.435 



.435 
.435 
.435 
.435 
.435 
.435 
.448 
.435 
.435 
.435 
.435 
.435 



,435 
,435 
,435 
,435 
,435 
,435 
,448 
,435 
,435 
,435 
.435 
.435 



, 435 
,435 



.435 
.435 



$0.41 
.41 
.41 
.41 
.41 
.41 
.41 
.41 

.41 
.41 
.41 
.41 
.41 
.41 
.42 
.41 
.41 
.41 
.41 
.41 



$0.41 
.41 
.41 
.41 
.41 
.41 
.41 
.41 

.41 
.41 
.41 
.41 
.41 
.41 
.42 
.41 
.41 
.41 
.41 
.41 



i No increase. 
Average rate of pay per trip of locomotive engineers. 





Through passenger. 




Local passenger. 




Division. 


Trip rate. 


Overtime. 


Trip rate. 


Overtime. 




1910 


1912 


1910 


1912 


1910 


1912 


1910 


1912 


Schuylkill 


$5.00 
5.233 
5.18 
6.745 
5.48 
5.293 
5.13 


$5.00 
5.24 
5.245 
6.745 
5.61 
5.399 
5.13 


$0. 415 
.415 


$0.50 
.50 
































.415 
.415 
.415 
.415 


.50 
.50 
.50 
.50 


$5.24 
5.40 


$5.24 
5.40 


$0. 415 
.415 


$0.50 


Middle 


.50 






Pittsburgh 


6.437 

5.69 

5.418 


6. 508 
5.736 
5.515 


.415 
.415 
.415 


.50 


Conemaue;h 


.50 


Williamsport and Susquehanna 

Renovo 


6.06 
5.243 

7.279 


6.20 

5.303 

7.381 


.415 
.415 
.415 


.50 
.50 
.50 


.50 


Trenton 


5.00 

5.433 

5.34 


5.00 

5.458 

5.38 


.415 
.415 
.415 


.50 




.50 




4.17 

5.40 

5.48 

7.627 

6.72 

5.915 

6.623 

5.47 

5.589 

4.902 

6.395 


4.17 
5.40 

5.585 
7.707 

6*. 055 

6.67 

5.47 

5.664 

4.902 

6.48 


.415 
.415 
.429 
.415 
.415 
.415 
.415 
.415 
.415 
.415 
.415 


.50 

.50 

.486 

.50 

.50 

.50 

.50 

.50 

.50 

.50 

.50 


.50 


Bedford . 




Monongahela 




















Sunbury and Shamokin 


5.395 
5.021 
5.239 


5.443 

5.09 

5.275 


.415 
.415 
.415 


.50 


Allegheny 


.50 




.50 


























Buffalo 


4.898 


4.904 


.415 


.50 







RAILROAD LABOR ARBITRATIONS. 

Average rate of pay per trip of locomotive engineers — Continued. 



231 





Through freight. 


Local freight. 


Division. 


Trip rate. 


Overtime. 


Trip rate. 


Overtime. 




1910 


1912 


1910 


1912 


1910 


1912 


1910 


1912 


Schu vlkill 


$5.33 
4.224 
3.341 
6.337 
5.295 
5.124 
4.928 
5.007 
5.849 
3.171 
5.33 
5. 493 
7.269 
5.138 
5.419 
6.729 
5.378 
4.716 
4.918 


$5.33 
4.224 
3.341 
6.354 
5.295 
5.124 

4. 928 
5.007 
5.849 
3.171 
5.33 

5. 493 
7.269 
5.138 
5.419 
6.729 
5.378 
4.716 
4.918 


$0,485 
.486 
.485 
.487 
.485 
.485 
.486 
.486 
.486 
.485 
.485 
.485 
.485 
.485 
.485 
.485 
.486 
.486 
.492 


$0. 485 
.486 
.485 
.487 
.485 
.485 
.486 
.486 
.486 
.485 
.485 
.485 
.485 
.485 
.485 
.485 
.486 
.486 
.492 


$5,601 
5.33 
5.33 

"5." 759" 
5.33 
5. 391 
5.422 
5.38 
4.304 
5.711 
5.58 
5.38 
5.33 
5.642 
5.33 
5.477 
5.828 


$5,756 
5.61 
5.61 

"6.647' 
5.61 
5.661 
5. 705 
5.61 
4.488 
6.01 
5.61 
5.61 
5.61 
5.929 
5.61 
5.695 
6.12 


$0,497 
.485 
.485 

" .489 
.485 
.49 
.485 
.49 
.49 
.485 
.485 
.49 
.485 
.488 
.485 
.49 
.489 


$0.51 




.51 




.51 






Middle 


.51 


Cresson 

Pittsburgh 


.51 

.51 




.51 


Williamsport and Susquehanna 


.51 
.51 




.51 




.51 




.51 


Bedford * 


.51 




.51 




.51 




.51 




.51 








6.364 
5.591 
5.525 
5.609 


6.489 
5.883 
5.815 

5.888 


.485 
.485 
.485 
.486 


.51 




5.33 


5.33 


.485 


.485 


.51 




.51 


Buffalo 


5.485 


5.485 


.489 


.489 


.51 










Hel 


per. 




Passenger and freight. 




Trip rate. 


Overtime. 


Trip rate. 


Overtime. 




1910 


1912 


1910 


1912 


1910 


1912 


1910 


1912 




$1.07 
6.148 
5.33 

i 3- 398 
5.33 
2.767 
1. 688 
2.67 
1.60 


$1.07 
6.148 
5.33 

i 3. 403 
5.33 
2.767 
1.688 
2.67 
1.60 


$0. 485 
.485 
.485 

1.452 
.485 
.485 
.485 
.485 
.485 


$0. 485 
.485 
.485 

1.487 
.485 
.485 
.485 
.485 
.485 






























Pittsburgh 


$5. 575 


$5. 575 


$0. 485 


$0. 485 


























Bedford 






















5.825 


6.12 


.488 


.510 

















Light engine. 


Miscellaneous. 


Division. 


Trip rate. 


Overtime. 


Trip rate. 


Overtime. 




1910 


1912 


1910 


1912 


1910 


1912 


1910 


1912 


Philadelphia 


$4,795 


$4,795 


$0. 485 


$0,485 










Elmira 


$5.33 


$5.33 


$0,485 


$0,485 


Maryland 


1.191 


1.194 


.485 


.485 















1 Average of freight and passenger helper combined. 



232 



RAILROAD LABOR ARBITRATIONS. 



Average rate of pay per hour of locomotive engineers. 



Division. 



Work trains. 



1912 



Yard. 



B8 or larger. 



1910 



1912 



Smaller than 
B8. 



1912 



Schuyr ill 

Tyrone 

Bellwood 

Philadelphia 

Middle 

Altoona Shop Yard 

Cresson 

Pittsburgh 

Conemaugh 

Wiiiiamsport and Susquehanna . 

Renovo 

Elmira 

Baltimore 

Bedford 

Monongahela 

Few Yorl 

Sunbiny and Shamo" in 

Allegheny 

Maryland 

Camden Terminal 

Delaware 

Central 

Buffalo 

Philadelphia Terminal 



$0. 488 
.485 
.485 



,485 
.488 
,488 
,488 
,488 
,485 
,488 
,485 
,488 
,485 
488 
,488 
,496 
,485 
,485 
,485 



$0. 498 
.498 



499 



498 



.498 



504 
498 
498 
498 
50 



$0,435 
.435 
.435 

' .435 
.435 
.435 
.435 
.435 
.435 
.435 

..435 
.435 
.435 
.435 
.448 
.435 
.435 
.435 
.435 
.435 



.435 
.435 



SO. 435 
.435 
.435 
.435 
.435 
.435 
.435 
.435 
.435 
.435 
.435 
.435 
.435 
.435 
.448 
.435 
.435 
.435 
.435 
.435 



$0.41 
.41 
.41 
.41 
.41 
.41 
.41 
.41 
.41 
.41 
.41 
.41 
.41 
.41 
.42 
.41 
.41 
.41 
.41 
.41 



.435 
.435 



SO, 



PITTSBURGH & LAKE ERIE RAILROAD CO. 

As a result of the application of the award of the arbitration board 
rates of pay on this railroad to engineers in passenger and freight serv- 
ice, as a general rule, were increased 15 cents per day or per trip. 

Exceptions to this are to be noted in the case of yard service, where 
the engineers received an increase of only 1 cent a day, and in passen- 
ger service on a mileage basis where the existing rates were not 
advanced. 

Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration, effective May 1, 1912. 



Class of service. 


Rate per — 


Pay. 


Increase. 


1910 


1912 


Amount. 


Per cent. 




Trip 

...do 


$5.42 
4.60 
4.85 
4.85 
4.80 
4.60 

. 4.60 
4.50 
.043 


$5.50 
4.75 
5.00 
5.00 
4.80 
4.60 
4.75 
4.51 
.043 


$0.08 
.15 
.15 
.15 
.00 
.00 
.15 
.01 
.00 


1.5 




3.3 




Day 

...do 

...do 


3.1 


Drag service 

Work train 


3.1 

.0 




...do 


.0 


Pusher (1910, Rankin pusher) . 


...do 

...do 


3.3 
.2 




Mile 


.0 







i Way freight rates also apply to trains 224, 225, 86, 2d 73, and circus trains. 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of locomotive engineers. 



233 



Rate per trip. 



1910 1912 



Basis of a day's work. 



1910 



1912 



Overtime 
per hour. 



1910 1912 



SPECIFIED RUNS. 



McKees "Rocks and Haselton 

McKees Rocks and Dickerson Run. 
McKees Rocks and Glassport, 

round trip. 

McKees Rocks and Newell 

McKees Rocks and Ferrona 

McKees Rocks and Srnithdale, 

round trip. 
McKees Rocks and New Castle, 

round trip. 
McKees Rocks and Jacobs Creek, 

round trip. 
McKees Rooks to Thirty-fourth 

Street, to Monaca and return to 

McKees Rocks, or vice versa. 
McKees Rocks and L. S. & M. S. 

yard (Youngstown) or Brier 

Hill and return to Haselton. 
Haselton, Pittsburgh, and McKees 

Rocks. 
Glassport and points on the Mo- 

nongahela division between 

Belle Vernon and Newell, in- 
clusive, round trip. 

Glassport and Haselton 

Glassport and L. S. & M. S. yard 

( Youngstown) or Brier Hill and 

return to Haselton. 
Dickerson Run and Rankin, 

round trip. 
Newell and Rankin, round trip. . . 
Haselton and New Castle, round 

trip. 
All runs not specified 



SPECIFIED SERVICE. 



Way freight > 

Drag service 

Work-train service 

Wreck-train service 

Pusher (1910, Rankin pusher). 

Yard service 

Passenger service 



$4.60 
4.60 
4.60 

4.60 
4.80 
5.45 

6.25 

6.35 



5.45 

4.80 
4.70 



6.25 
7.15 



6.35 



6.15 
4.60 



4.60 



2 4. 85 
M.85 
2 4.80 
24.6O 
2 4.60 

2 4.50 

3 .043 



$4.75 
4.75 
4.75 

4.75 
4.95 
5.45 

6.25 

6.35 

5.00 

5.60 

4.95 
4.75 



6.25 
7.15 



.35 



6.15 
4.75 



4.75 



2.5.00 
2 5.00 
2 4.75 
2 4.75 
2 4.75 

2 4.51 

3 .043 



10 hours or less. 

....do 

....do 



10 hours or less. 

....do 

....do 



....do 

....do 

12 hours or less. 

14 hours or less. 

....do 



....do 

....do 

12 hours or less. 

14 hours or less. 

....do 

10 hours or less. 



10 hours or less. 



.do. 



....do 

....do 

12 hours or less.. 

10 hours or less.. 
12 hours or less.. 

11 hours or less., 
100 miles or less. 



....do 

....do 

....do 

....do 

....do 



11 hours or less. 
100 miles or less 



$0.47 
.47 

.47 

.47 
.47 
.47 

.47 

.47 



do 


do 


do 


do 


14 hours or less 

do 


14 hours or less 

do 


do 


do 


13 hours or less 

10 hours or less — 


13 hours or less 

10 hours or less 


do 


do 



.47 
.47 



.47 
.47 



.47 
.47 



$0,475 
.475 
.475 

.475 
.475 
.475 

.475 

.475 

.50 

.475 

.475 
.475 



.475 
.475 



.475 



.475 
.475 



.475 



.50 

.50 

.475 

.475 

.475 

.41 



*.43 <-50 



1 Way-freight rates also apply to trains 224, 225, 86, 2d 73, and circus trains. 

2 Rate per day. 

3 Rate per mile. 

* When passenger engines arrive at ashpit 45 minutes after schedule time of arrival at terminal, 1 hour 
allowed in addition to the mileage; when arriving at coal dock 1 hour and 15 minutes late, 2 hours paid. 

TOLEDO & OHIO CENTRAL RAILWAY CO. 



Passenger engineers on this railway were granted an advance of 
16.4 per cent on a mileage basis by the decision of the arbitration 
board. 

No increases in rates of pay in through freight service on engines 
with cylinders 21 inches or over in diameter were allowed. On 
through classes of engines in this branch of the service rates of pay 
were increased from 3.3 to 5.6 per cent. Engineers on local, work, 
and wreck train service had their rates of pay increased 25 cents a 
day; and in mine-run service, 50 cents a day. In through freight 
service the minimum guaranty per month during light-traffic 
conditions was in the case of regular engineers advanced from $100 
to $125 and to extra engineers from $65 to $80. 



234 



RAILROAD LABOE ARBITRATIONS. 



Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration, effective May 1, 1912. 



Class of service. 



Passenger 

Through freight: 

Engines of 21-inch cylinders or over . . 

Engines of 20-inch cylinders 

Engines of less than 20-inch cylinders. 
Local freight: 

Locals 71, 72, 88, and 89 

A 11 other locals 

Mine runs 

Work, wreck, circus trains, etc 

Switching 



Rate per— 



Mile. 

...do. 
...do. 
...do. 



Day. 
..do. 
..do. 
..do. 



Hour. 



1910 



$0.0365 

.0475 
.046 
.045 

4.90 
4.75 
4.25 
4.50 
.40 



1913 



i $0. 0425 

i . 0475 
i . 0475 
i . 0475 

5.15 
5.00 
4.75 
4.75 
.41 



Increase. 



Amount. Per cent 



$0,006 

.00 

.0015 

.0025 

.25 
.25 
.50 
.25 
.01 



16.4 

0.0 
3.3 

5.6 

5.1 
5.3 
11.8 
5.6 
2.5 



1 Minimum rate. 
Rates of pay of locomotive engineers. 



Class of service. 


Rate 
per — 


1910 


1913 


Overtime 
per hour. 


Basis of day's work. 




1910 


1913 


1910 


1913 




Mile 

...do 

...do 

...do 

Day 

...do 

...do 

...do 


$0.0365 
.0475 
.046 
.045 

4.90 

4.75 
4.25 
4.50 

2.00 

2.00 
2.50 

.40 

100. 00 
65.00 
100.00 

1.25 


i $0.0425 
1.0475 
1.0475 
1.0475 

5.15 

5.00 
4.75 
4.75 

( 2 ) 

( 2 ) 
( 2 ) 

.41 

125. 00 
80.00 
100.00 

1.25 


$0.45 
.475 
.46 
.45 

.49 

.475 
.425 
.45 


$0.50 
.475 
.475 
.475 

.515 

.50 
.475 
.475 




100 mil^s or less. 


Through freight: 

Engines of 21-mch cylin- 
ders or over. 
Engines of 20-inch cylin- 
ders. 
Engines of less than 20- 
inch cylinders. 
Local freight: 

Locals 71, 72, 88, and 89... 

All other locals 

Mine runs 

Work, wreck, circus trains,etc. 

Helpers: 

Columbus-Am lin (one 
way). 


100 miles or 

less. 
do 

do 

10 hours or less. 

do 

do 

10 hours or less, 

100 miles or 

less. 

Overtime af- 
ter 5 hours. 
do.*... 


do. 
do. 
do. 

10 hours or less, 
100 miles or 
less, 
do. 
do. 
do. 










Corning - New Lexington 
(both ways). 








Overtime af- 
ter 6 hours. 
10 hours or less. 




Hour.... 

Month . . 

...do 

...do 


.40 


.41 


10 hours or less. 


Minimum guaranty in through 
freight service during light 
business continuing 30 days: 

Regular engineers 

Extra engineers 

Allowance for yard service 
when force reduced to a min- 
imum. 









































Minimum rate. 



Through freight rates. 



RAILROAD LABOR ARBITRATIONS. 



235 



TOLEDO, ST. LOUIS & WESTERN RAILROAD CO. 



R 



Passenger engineers employed by this railroad had their rates of 
ay advanced 45 cents a day by the arbitration award. Through 
.ireight and ballast train engineers were advanced 5 cents a day, and 
local and work train engineers and engineers in helper service 40 
cents a day. 

The advances made to yard engineers ranged from 10 to 40 cents a 
day, according to the location of the yard in which they were em- 
ployed. 



Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration, effective May 1, 1912. 



Class of service. 



Passenger 

Through freight 

Local freight 

Work and helper 

Ballast, gravel, circus trains, etc 
Yard: 

Madison and East St. Louis. 

Toledo 

All other yards 



Rate per day. 



1911 1912 



$3.80 
4.70 
4.60 
4.35 
4.70 

4.00 
3.90 
3!70 



$4.25 
4.75 
5.00 
4.75 
4.75 

4.10 
4.10 
4.10 



Increase. 



Amount. Per cent 



$0.45 
.05 
.40 
.40 
.05 

.10 
.20 
.40 



11.8 
1.1 
8.7 
9.2 
1.1 

2.5 
5.1 

10.8 



Rates of pay of locomotive engineers. 



Class of service. 


Rate per 
day. 


Overtime 
per hour. 


Basis of day's work. 




1911 


1912 


1911 


1912 


1911 


1912 




$3.80 
4.70 

4.60 
4.35 

4.70 

4.00 
3.90 
3.70 


$4.25 
4.75 

5.00 
4.75 
4.75 

14.10 
14.10 
14.10 


$0.38 
.47 

.46 

.435 

.47 

.40 
.39 
.37 


$0.70 
.475 

.50 

.475 

.475 

1.41 
1.41 
1.41 


100 miles or less . . . 
do 




Through freight 




Local freight 


do 

do 


hours or less. 




do. 


Ballast, gravel, circus trains, etc 

Yard- 
Madison and East St. Louis 

Toledo 


do 

10 hours or less 

do 

do 


do. 

10 hours or less, 
do. 




do. 







i All switching service. 



236 



RAILROAD LABOR ARBITRATIONS. 



WHEELING & LAKE ERIE RAILROAD CO., WABASH-PITTSBURGH TER- 
MINAL RAILWAY CO., WEST SIDE BELT RAILROAD CO. 

No increases in rates of pay to engineers in regularly assigned 
passenger service on this railroad were made by the arbitration board. 
On a mileage basis passenger engineers had their rates of pay ad- 
vanced 11.8 per cent. The standard minimum rate per mile in 
through freight service was also increased 5.6 per cent by the award 
of the arbitration board, 25 cents per 100 miles or less being added 
to through freight rates in 1912, for local freight service. 

In yard service, the rates paid per hour were in some instances in- 
creased 1 cent, and in others 3 cents. 





Rates 


of pay 


of locomotive engineers. 






Class of service. 


Rate 
per— 


1910 


1912 


Basis of a day's work. 


Overtime. 


1910 


1912 


1910 


1912 




Mile.... 

% Month . 

Mile.... 

...do... 
Day.... 


2 $0. 038 
132. 50 

.045 
.047 


$0. 0425 
132. 50 

.0475 


100 miles or 
less. 


100 miles or 
less. 


3 $0.45 


3 $0.50 


Regularly assigned passen- 


ger. 
Through freight: * 

Standard minimum 
rate. 

Engines with cylinders: 
20 by 26 inches or over. . 


100 miles or 
less. 

do 


100 miles or 
less, 10 hours 
or less. 


6.045 
5.047 

5.046 
5.048 
5. 044 
3.40 

3.38 


5.0475 




5.25 

( 6 ) 
( 6 ) 
( 5 ) 
.41 

.41 

.46 
4.75 




100 miles or 
less, 10 hours 
or less. 

do 

do. 

do 

10 hours or less. 

do 


5 0525 


compound engines. 
Local freight: 


Mile.... 
...do... 
...do... 

Hour... 

...do... 
. . do . . . 


.046 
.048 
.044 
.40 

.38 

.40 

4.25 


100 miles or 

less. 
do 

do 

10 hours or less. 

...do 


( 6 ) 
( 6 ) 
( 7 ) 

3.41 

3.41 


Engines with cylinders 
21 by 30 or over. 

Mine, work and helper 

Yard: 

Toledo, Huron, Cleve- 
land, Canton, Mingo, 
Columbia, Brewster, 
and Roo^. 
All other yards 


Breal ing in engines 


Day.... 


10 hours or less. 


10 hours or less. 




3. 0475 











i Overtime on speed basis of 20 miles T3er hour. 

2 For freight engines with cylinders 21 by 30 or larger, 4 cents a mile. 

s Per hour. 

* Overtime on speed basis of 10 miles per hour, actual minutes counted. All over 100 miles, pro rata. 

5 Per mile. 

e 25 cents per 100 miles or less added for local freight service to through freight rates, according to class 
of engines. Miles over 100 paid for pro rata. 

7 Through freight rates apply on all work, wreck, pusher or helper, mine runs or roustabout, circus 
trains, and to trains established for the exclusive purpose of handling milk; all according to class of engines. 
Overtime computed on minute basis. 

Amount and per cent of increase in rates of pay of locomotive engineers as a result of the 
award of the board of arbitration, effective May 1, 1912. 



Class of service. 


Rate per — 


1910 


1912 


Increase. 


Amount. 


Per cent. 




Mile... 

Month 

Mile 

Hour 

...do 


1 $0. 038 
132. 50 

.045 

.40 

.38 


$0. 0425 
132. 50 

.0475 

.41 

.41 


$0. 0045 
.00 

.0025 

.01 

.03 


11.8 




.0 


Through freight: 2 

Standard minimum rate 


5.6 


Yard: 

Toledo, Huron, Cleveland, Canton, Mingo, Co- 
lumbia, Brewster, and Rook. • 


2.5 
7.9 









1 For freight engines with cylinders 21 by 30 or larger, 4 cents a mile. 

2 25 cents per 100 miles or less added for local freight service, to through freight rates, in 1912, according 
to class of engine. 



RAILROAD LABOR ARBITRATIONS. 237 

EFFECT OF APPLICATION OF AWARD OF ARBITRATION BOARD ON 
INDIVIDUAL RAILROADS. 

No uniform basis for the payment of locomotive engineers has up 
to the present time been adopted in the territory east of the Ohio 
and north of the Potomac rivers. Some railroads classify their 
rates of pay according to the size of cylinders, others according to 
weight on drivers, still others according to the number of wheels and 
according to the trade name of the engines. Not until the year 1913 
were the rates of pay to locomotive firemen in the eastern territory 
standardized according to weight on drive wheels, and the same basis 
of payment both to engineers and firemen in the West was not adopted 
until the year 1915. As a consequence it was impossible, with the 
printed working schedules as a basis, to make any comparative study 
as to how rates of pay to engineers and firemen were affected by 
awards of arbitration boards. Methods of wage payment were fre- 
quently changed by the application of the decision of arbitration 
boards. 

Under these conditions it was decided to use as a basis of com- 
parison of rates of pay the classification of locomotives required by 
the Interstate Commerce Commission. Up to the fiscal year 1915 
this classification was uniformly used by the railroads in reporting to 
the commission. In the following comparisons the figures relative 
to the number of locomotives and their average weight on drivers 
(tons), prior to the fiscal year 1915, are based on information secured 
from pages 103 to 107 of the annual reports of the carriers to the 
Interstate Commerce Commission. In the form of annual report 
adopted for use in 1915 there were considerable changes made through- 
out and locomotive classification was furnished in a different manner 
by the carriers. Because of this variation it was necessary to request 
the railroad companies to furnish data on locomotive equipment that 
would be comparable with prior years. 

After the information as to number and weight of locomotives in 
the various classifications was secured from the annual reports of the 
railroads to the Interstate Commerce Commission, printed forms 
were mailed to the companies to be filled out. Each sheet was 
divided into three similar sections, providing for single expansion, 
four-cylinder compound, and two-cylinder compound or cross-com- 
pound locomotives. The information requested from the carriers 
was as follows: 

(a) Class of service in which each locomotive was engaged. 

(b) Number of locomotives of each class. 

(c) Rates of pay per day of 100 miles or 10 hours or less to (1) 
engineers, (2) firemen. 

Because of the change in the 1915 reports, mentioned above, a 
special sheet for this year was prepared and sent to the railroad com- 
panies requesting, in addition to the other inquiries listed, the average 
weight on drivers (tons) of locomotives. The printed forms sent to 
tij£ railroads were for the fiscal years prior and subsequent to any 
arbitration proceedings they were involved in, either with their 
engineers or firemen. 

In the following derivative tables, rates of pay to locomotive en- 
gineers are shown prior and subsequent to the award of the arbitra- 
tion board in eastern territory of November 2, 1913. 



238 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines. 

BALTIMORE & OHIO R. R. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 

hours or 
less. 


Increase. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


20 


24 


36 


40 










Switching: 

First-class yards 


$4.15 
4.00 


$4.15 
4.10 


$0.00 
.10 


0.0 
2.5 


Second-class yards 










Class A3, 000> 


138 


136 


54 


54 


Switching: 


4.15 
4 5 00 


4.15 
4.10 


.00 
.10 


.0 
2.5 












Class A4, 0> 


26 


6 


90 


68 


Switching: 

First-class yards 


4.15 
4.00 


4.15 
4.10 


.00 
.10 


o 


Second-class yards 










2 5 


Class B3, OOOo> 


52 


46 


49 


49 




Freight 


4.45 


4.75 


.30 


6 7 


Class B4, OOOOo> 


1,169 


1,183 


83 


83 




Freight: 

173,000 and less than 274,000 pounds. . 


4.85 
4.70 
4.60 


4.85 
4.75 

4.75 


.00 
.05 
.15 


o 


140,000 to 173,000 pounds on drivers . . . 










1 1 


All other engines 










3 3 


Class C2, OOoo> 


186 


169 


35 


35 




Passenger 


4.00 


4.25 


.25 


6 3 


Class C3, OOOoo> 


284 


277 


53 


54 




Passenger 


4.00 
4.10 


4.25 

4.85 


.25 

.75 


6 3 












18 3 


Class E4, oOOOOo> 


161 


322 


109 


111 




Freight 


5.00 


5.00 


.00 


o 


Class F2, oOOoo> 


52 


52 


58 


58 






4.10 


4.25 


.15 


3 7 


Class F3, oOOOoo> 


75 


105 


81 


81 






4.25 


4.25 


.00 


o 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class A6, 000000> 


1 


1 


167 


167 




Freight 


5.40 


5.40 


.00 


.0 


Class 0000-0000 > 


20 


30 


231 


232 




Freight 


6,00 


6.00 


.00 


.0 


Class 0000-0 00 Oo> 


1 


1 


155 


155 






4.50 


5.40 


.90 


20.0 


TWO-CYLINDER COMPOUND OR CROSS-COM- 
POUND LOCOMOTIVES. 

Class C3, 000oo> 


9 




65 






Passenger 




4.85 









BESSEMER & LAKE ERIE R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000 > 


13 


13 


69 


69 












$4.47 


$4.47 


$0.00 


0.0 


Class B3, OOOo> 


25 


25 


62 


62 






4.47 
5.00 
5.00 


4.47 
5.00 
5.25 
4.25 
4.60 


.00 
.00 
.25 


0.0 


Through freight 










0.0 












5.0 






























Class B4, OOOOo> 


109 


119 


86 


87 










4.47 
5.00 
5.00 
5.35 


4.47 
5.00 
5.25 
5.35 


.00 
.00 
.25 
.00 


0.0 


Through freight 










0.0 


Local freight 










5.0 












0.0 


Class C2, OOoo> 


15 


10 


37 


44 






4.20 


4.25 
4.60 


.05 


1.2 














Class C3, OOOoo> 


7 


7 


47 


47 










4.47 
4.20 


4.47 
4.25 
4.60 

5.00 
5.25 


.00 

.05 


0.0 












1.2 














Freight: 

Through 










5.00 

5.00 


.00 
.25 


0.0 












5.0 


Class F3, oOOOoo> 




4 




72 










4.25 
4.60 







































RAILROAD LABOR ARBITRATIONS. 



239 



Bates paid to locomotive engineers before and after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

BOSTON & MAINE R. R. 



Class. 


Numher. 


Average 
weight on 

drivers 
(tons). 


Rate per 
day of 100 
miles or 10 

hours or 
less. 


Increase. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 
Class A2 00>. 


37 


20 


35 


36 












$4.00 


S4. in 


SO. 10 


2.5 


Class A3, 000> .. 


191 


20i 




57 


57 








4. 00 4. 10 


.10 


2.5 


Class B 3 OOOo> 


176 


173 


60 


60 








Freight: 

Through 


4.30 
4.30 


4.75 
5.00 


.45 
.70 


10.5 




:::::: 






16.3 


Class B 4 OOOOo> . 


152 


222 


78 


76 






4.70 


4.75 


.05 

.30 


1.1 










4. 70 5. 00 


6.4 


Class C2, OOoo> 


336 


304 


36 


34 






4.00 


4.25 


.25 


6.3 


Class C3, OOOoo> .. 


137 


140 


50 


50 






4.00 
4.30 
4.30 


4.25 
4.75 
5.00 


.25 
.45 
.70 


6.3 










10.5 










16.3 


Class C4, OOOOoo> 


18 


18 


64 


64 






4.70 
4.70 


4.75 
5.00 


.05 

.30 


1.1 










6.4 


Class F2, oOOoo> 


37 


36 


44 


44 






4.10 


4.25 


.15 


3.7 


Class F3, oOOOoo> 


52 


71 


73 


73 






4.10 


4.25 


.15 


3.7 


Class G2. ooOO > 


3 


1 


33 


33 






4.00 


4.25 


.25 


6.3 


Class H3 ooOOOo>... 


7 


7 


45 


45 






4.00 


4.25 


.25 


6.3 


Class, electric, oOOOOo> 


5 


5 


100 


inn 








4.70 
4.70 


4.75 
4.75 


.05 
.05 


1.1 


Freight 










1.1 


TWO-CYLINDER COMPOUND OR CROSS-COM- 
POUND LOCOMOTIVES. 

Class B4, OOOOo> 


7 


6 


75 


75 




Through freight 




4.70 
4.70 


4.75 
5.00 


.05 
.30 


1.1 


Local freight . 








6.4 


Class C3, OOOoo> 


14 


4 


52 52 






4.00 4.25 
4. 30 4. 75 
4. 30 5. no 


.25 
.45 
.70 


6.3 






10.5 


Local freight 




. 




16.3 














BUFFALO, ROCHESTER & PITTSBURGH RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000 > 


7 


6 


63 


67 












$4.00 


$4.10 


$0.10 


2 5 


Class B3, OOOo> 


2 


2 


44 


44 






4.00 


4.10 


.10 


2 5 


Class B4, OOOOo> 


177 


186 


77 


77 






4.00 
4.75 


4.10 
4.75 


.10 
.00 


2.5 


Freight 













Class B5^ OOOOOo> 


8 


8 


122 


122 






4.95 


5.00 


.05 


1.0 


Class C2, OOoo> 


6 


5 


34 


35 






4.00 


4.25 


.25 


6.3 


Class C3, OOOoo> 


15 


15 


51 


52 






4.00 
4.75 
4.00 


4.25 
4.75 
4.10 


.25 
.00 
.10 


6.3 


Freight 










.0 












2.5 


Class C4, OOOOoo> 


50 


34 


66 


67 




Freight 


4.75 
4.00 


4.75 

4.75 


.00 
.75 


.0 












IS. 8 


Class E4. oOOOOo> 


7 


28 


109 


109 




Freight 


4.75 


5.00 


.25 


5.3 


Class F2~ oOOoo> 


15 


15 


49 


51 




Passenger 


4.00 


4.25 


.25 


6.3 


Class F3, oOOOoo> . 


3 


7 


82 


83 






4.00 


4.25 


.25 


6.3 















240 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locoinotive engineers before and after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

BUFFALO & SUSQUEHANNA R. R. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 

day of 100 

miles or 10 

hours or 

less. 


Increase. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class B4, OOOOo> 


32 


32 


76 


76 












$4.83 
4.72 
4.00 


$5.25 
4.98 
4.10 


$0.42 
.26 
.10 


8.7 


Through freight 




















2 5 


Class C2, OOoo> 


3 


3 


37 


37 






4.20 


4.46 


.26 


6 2 


Class C4, OOOOoo> 


4 


4 


48 


48 






4.83 
4.72 
4.00 


5.25 
4.98 
4.10 


.42 

.26 
.10 


8.7 
5.5 
2.5 


Through freight 




















Class J 2, oOOoo> 


5 


5 


45 


45 




4.20 


4.46 


.26 


6 2 















CENTRAL NEW ENGLAND RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


6 


6 


60 


60 












$4.i6 


$4.10 


$0.00 





Class A4, 0000> 




3 




101 








4.10 


4.10 


.00 


o 


Class B3, OOOo> 


7 


' 7 


64 


64 






4.75 


4.75 


.00 


o 


Class B4, OOOOo> 


30 


43 


63 


74 




Through freight — 


4.75 

4.75 


4.75 
5.00 

5.25 


.00 
.25 


o 












5 3 


Local freight, railroad classification F5 












Class C2, OOoo> 


14 


11 


31 


32 










4.15 


4.25 


.10 


2 4 


Class C3, OOOoo> 


7 


7 


52 


52 






4.15 


4.25 


.10 


2.4 


Class F2, oOOoo> 


1 


1 


31 


31 






4.15 


4.25 


.10 


2.4 















CHICAGO, INDIANAPOLIS & LOUISVILLE RY. 



SINGLE-EXPANSION LOCOMOTIVES. 
Class A3, OOO > 


19 


16 


60 


62 










Switching: 


$4.10 
4.10 


$4.10 
4.10 


$0.00 
.00 















0.0 


Class A4, 0000> . 




1 




58 










4.10 






Class B3, OOOo> - 


1 


1 


38 


36 










4.10 


4.10 


.00 


0.0 


Class B4, OOOOo> 


34 


27 


74 


80 




Freight: 


4.75 
5.00 


4.75 
5.00 


.00 
.00 


0.0 












0.0 


Class C2, OOoo> 


11 


8 


33 


34 






4.25 


4.25 


.00 


0.0 


Class C3, OOOoo>... 


22 


22 


45 


45 






4.25 
4.75 


4.25 
4.75 


.00 
.00 


0.0 












0.0 


Class C4, OOOOoo> 


22 


22 


74 


74 




Freight: 


4.75 
5.00 


4.75 
5.00 


.00 
.00 


0.0 












0.0 


Class E4, oOOOOo> 


9 


25 


108 


107 






5.00 


5.00 


.00 


0.0 


Class F2, o66oo> . 


2 


2 


47 


47 






4.25 


4.25 


.00 


0.0 


Class F3, oOOOo> 


16 


19 


63 


67 






4.25 


4.25 


.00 


0.0 















RAILROAD LABOR ARBITRATIONS. 



241 



Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 



CINCINNATI, HAMILTON & DAYTON RY. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
mifes or 10 

hours or 
less. 


Increase. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Glass \3 000> 


52 


50 


49 


49 










Switching: 


$3.71 
3.55 


$4.10 
4.10 


$0.39 
.55 


10.5 










15.5 


Class B3, O00o> 

Freight 


13 


13 


43 


43 




4.60 


4.75 


.15 


3.3 


i OOOOo> 


55 


55 


82 


82 




Freight 


4.60 


4.75 


.15 


3.3 


Class C2, OOoo> 


40 


28 


27 


28 




3.80 


4.25 


.45 


11.8 


Class ("3 OOOoo> - 


81 


81 


50 


50 






3.80 
4.60 


4.25 
4.75 


.45 
.15 


11.8 


Freight 








3.3 


Class F3 oOOOoo> 


5 


5 


69 


69 






3.80 


4.25 


.45 


11.8 













CINCINNATI NORTHERN R. R 



STNGLE-EXPANSION LOCOMOTIVES. 

Class B3. OOOo> 


7 


7 


39 


39 










Freight, local — 

Between Van Wert and Hudson and 


$4.35 

4.15 
3.50 


$5.00 

4.75 
4.10 


$0.65 

.60 
.60 


14.9 


Between Lewisburg and Franklin 










14.5 












17.1 


Class B4. OOOOo> 


5 


10 


85 


84 




Through freight 1 


4.65 


4.75 


.10 


2.2 


Class C2, OOoo> 


10 


8 


37 


27 






3.75 


4.25 


.50 


13.2 


Class C3, OOOoo> 


10 



10 


50 


50 




Local freight between Van Wert and 
Le'.visburg and Van Wert and Hudson. 


4.35 


5.00 


.65 


14.9 















COAL & COKE RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class B4, OOOOo> 


20 


24 


69 


71 










Passenger 


u.ih 

4.15 


$5.00 
4.75 


$0.85 
.60 


20.5 


Switching 










14.5 


Class C2, OOoo> 


7 


7 


27 


27 






4.50 


4.50 


.00 


.0 















CHICAGO, TERRE HAUTE & SOUTHEASTERN RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A4, 0000> 




2 


t 


82 










Switching 






$4.10 






Class B3, OOOo> 


12 


12 


56 


56 








Switching 


$3.50 


4.10 


$0.60 


17. 1 


Class B4, OOOOo> 


15 


25 


93 


99 




Freight 


4.65 


4.75 


.10 


2.2 


Class C2, OOoo> 


12 


10 


40 


41 




Passenger 


3.65 


4.25 


.60 


16.4 


Class C3, OOOoo> 


24 


24 


49 


49 




Freight 


4.25 


4.75 


.50 


11.8 















51393°— S. Doc. 493, 64-1 16 



242 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Con turned . 



CHICAGO, INDIANA & SOUTHERN R. R. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 

hours or 
less. 


Increase. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


33 


33 


71 


71 










Switching 


$4.10 $4.10 


$0.00 


0.0 


Class A5, 00000> 


2 


2 


135 


135 




4. 10 4. 10 


.00 


.0 


Class B4, OOOOo> 1 


76 


76 


103 


103 


Freight 


4.85 4.85 


.00 


.0 


Class C2, OOoo> 


8 


7 


28 


29 




4. 25 4. 25 

4. 75 4. 75 


.00 

.00 


.0 
.0 


Freight 










Class C3, Ooo> 


25 


27 


57 


57 


Freight 


4. 85 4. S5 


.00 


.0 


TWO-CYLINDER COMPOUND OR CROSS-COM- 
POUND LOCOMOTIVES. 

Class C3, OOOoo> 


2 




56 








Freight 




4.85 






*•••-. 



















CLEVELAND, CINCINNATI, CHICAGO & ST. LOUIS RY . 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


1 


1 


31 


31 






♦ 






$4.10 


$4.10 


$0.00 





Class A3, 000> 


164 


182 


64 


66 






4.10 


4.10 


.00 


o 


Class A5, 00000> 


2 


2 


70 


70 






4.16 


4.10 


.00 


.0 


Class B3, OOOo> 


45 


31 


43 


4 3 








4.25 
4.75 
















4.75 
4: 10 


.00 


o 














Class B4, OOOOo> 


321 


320 


100 


98 








Freight 


4.75 


4.75 


.00 


.0 


Class C2, OOoo> 


56J 


67 


32 


32 






4.25 


4.25 


.00 


.0 


Class C3, OOOoo> 


100 


115 


58 


56 






4.25 
4.75 
4.10 


4.25 
4.75 
4.10 


.00 
.00 
.00 


.0 












.0 












.0 


Class E4, oOOOOo> 




42 




104 




Freight 






4.75 






Class F2, oOOoo> 


60 


60 


51 


51 










4.25 


4.25 


.00 


.0 


Class F3, oOOOoo>.. 


45 


45 


73 


73 






4.25 


4.25 


.00 


.0 















DAYTON & UNION R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class C2, O oo> 


5 


5 


27 


27 












$3.00 


$4.25 


$1.25 


41.7 


Class C3, OOOoo> 


1 


1 


54 


54 






4.30 


5.00 


.70 


16.3 















RAILROAD LABOR ARBITRATIONS. 



243 



Ti.ites paid to locomotive engineers before and after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued. 



DELAWARE & HUDSON CO. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 

hours or 
less. 


Increase. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class \2 00> 


1 




31 
















£4.00 








Class \3 000> 


41 


44 


75 


64 










4.00 


S4.10 


$0.10 


2.5 


Class B3 OOOo>.. 


32 


27 


50 


50 




Freight . 


4.25 


4.75 


.50 


11.5 


Cla<5« B4 OOOOo> 


265 


286 


86 


87 




Freight- 


4.65 
4.80 


4.85 
4.85 


.20 
.05 


4.3 












1.0 


ClassC^ OOoo>.. 


55 


51 


43 


43 






3.90 


4.25 


.35 


9.0 


Class C3, OOOoo> 


38 


44 


67 


67 






3.90 


4.25 


.35 


9.0 


Class HI . ooOo> 


1 


1 


16 


i6 






3.90 


4.25 


.35 


9.0 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class A8, 00000000> (Mallet) 


10 


13 


227 


229 






6.50 


6.50 


.00 


0.0 















DELAWARE, LACKAWANNA & WESTERN R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


1 


2 


35 


40 












$4.00 


$4.10 


$0.10 


2.5 


Class \3, 000> 


125 


133 


65 


65 






4.00 


4.10 


.10 


2.5 


Class A4 OOOO > 


9 


21 


103 


102 






4.50 


4.50 


.00 


.0 


Class B3 OOOo> .- 


138 


119 


61 


63 






4.50 
4.75 


4.75 
5.00 


.25 

.25 


5.6 












5.3 


Class B4 OOOOo> 


260 


259 


82 


82 






4.80 
4.90 


4.80 
5.05 


.00 
.15 


.0 












3.1 


Class C2, OOoo> 


112 


101 


46 


46 






4.00 


4.25 


.25 


6.3 


Class C3, OOOoo> 


65 


57 


67 


72 






4.10 


4.25 


.15 


3.7 


Class C4, OOOOoo> 


20 


20 


79 


79 




Through freight 


4.80 
4.90 


4.80 
5.05 


.00 
.15 


.0 












3.1 


Class E4, oOOOOo> 




27 




118 




Through freight 






4.95 
5.20 






Way freight or pick-up , 
















Class F3, oOOOoo> 


2 


21 


86 


92 








Passenger 


4.10 


4.25 
4.80 
5.05 


.15 


3.7 


Through freight 












Wav freight or pick-up 
















Class Hi, ooOo> 




1 




19 








Inspection 






4.25 























DETROIT, TOLEDO & IRONTON R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


1 


1 


26 


26 










Switching 


$4.10 


$4.10 


$0.00 


0.0 


Class A3, 000> 


3 


3 


50 


50 




Switching 


4.10 


4.10 


.00 


.0 


Class B3, 00 Oo> 


20 


7 


51 


53 




S witching 


4.10 
5.00 


4.10 
5.00 


.00 
.00 


.0 


Local freight 










.0 



244 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

DETROIT, TODEDO & IRONTON R. R.— Continued. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 

day of 100 

miles or 10 

hours or 

less. 


Increase. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES— COntd. 

Class B4, OOOOo> 


39 


35 


132 


82 












14. 10 
5.00 
4.75 


$4. 10 
5.00 
4.75 


$0.00 
.00 
.00 


0.0 












.0 












.0 


Class C2, OOoo> 


8 


9 


28 


28 






4.25 


4.25 


.00 


.0 


Class 03 , Ooo > 


13 


9 


50 


54 






4.10 
5.00 


4.10 
5.00 


.00 

.00 


.0 












.0 















DUNKIRK, ALLEGHENY VALLEY & PITTSBURGH RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class B3, OOOo> 


2 


2 


46 


49 












$4.25 
4.75 


$4.25 
4.75 


$0.00 
.00 















o 


Class 03, OOOoo>.. 


9 


9 


48 


48 






4.25 
4.75 


4.25 

4.75 


.00 
.00 


.0 












.0 















ERIE R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


150 


128 


64 


65 










Switching- 


$4.05 
3.90 


$4.10 
4.10 


$0.05 
.20 


1 2 


Less than 150,000 pounds on drivers.. 










5 1 


Class B3, OOOo> 


19 


20 


47 


47 






4.15 
4.00 
4.55 
3.90 


4.25 
4.25 
4.75 
4.10 


.10 
.25 
.20 
.20 


2 4 












6.3 
4 4 






















5 1 


Class B4, OOOOo> 


755 


618 


80 


80 








4.25 

4.75 
4.75 

4.10 
4.10 






Freight- 










4.70 
4.55 

4.05 
3.90 


.05 
.20 

.05 
.20 


1 i 


Less than 150,000 pounds on drivers . . 
Switching- 
Over 150,000 pounds on drivers 










4.4 
1 2 


Less than 150,000 pounds on drivers . . 










5 1 


Class B5, OOOOOo 


6 


6 


87 


87 






4.05 


4.10 


.05 


1 2 


Class 02, OOoo> 


82 


74 


38 


38 






4.15 
4.00 


4.25 
4.25 
4.75 
4.10 


.10 
.25 


2 4 












6 3 


Freight 






















3.90 


.20 


5 1 


Class 03, OOOoo> 


198 


iib 


59 


59 




Suburban passenger 


4.15 

4.00 
4.55 
3.90 


4.25 
4.25 
4.75 
4.10 


.10 
.25 
.20 
.20 


2.4 


All other passenger 










6.3 












4.4 












5.1 


Class E4, oOOOOo> 


35 


155 


118 


118 






4.70 


5.15 


.45 


9.6 


Class F2, oOOoo> 


55 


57 


42 


42 






4.15 
4.00 


4.25 
4.25 
4.75 


.10 
.25 


2.4 












3.6 


Freight 













RAILROAD LABOR ARBITRATIONS. 



245 



Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued. 



ERIE R. R.— Continued. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 

hours or 
less. 


Increase. 


- 


1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES— COntd. 

Class F3 oOOOoo> 


59 


81 


75 


82 












$4.10 


S4.25 
4.75 


$0.15 


3.7 














Class H 9 ooOOo> 


........ 


33 






:::.:::::::: 










3.90 








Cla^s Fl oOoo> - 


1 


1 


9 


9 










4.00 


4.25 


.25 


6.3 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class C2 OOoo> 


1 


j 


39 


39 






4.15 
4.00 


4.25 
4.25 
4.75 
4.10 


.10 
.25 


2.4 












6.3 
























3.90 


.20 


5.1 


Class C3 OOOoo>... 


10 


10 


77 


77 






4.15 
4.00 
4.55 
3.90 


4.25 
4.25 
4.75 
4.10 


.10 
.25 
.20 
.20 


2.4 












6.3 












4.4 












5.1 


Class F2, oOOoo> 


3 


1 


57 


57 






4.15 
4.00 


4.25 
4.25 
4.75 


.10 
.25 


2.4 












6.3 


Freight 












Class A8 000 OOOOO > 


3 


3 


205 


205 










6.00 


6.00 


.00 


.0 


Class B7, OOOOOOOo> 


1 


1 167 


167 






5.50 


5.50 


.00 


.0 















GRAND RAPIDS & INDIANA RY. 



SINGLE-EXPANSION LOCOMOTIVES. 
Class A3, 000> 


3 


8 


72 


72 










Switching: 


$4. 00 *4- m 


$0.10 
.20 


2.5 












3.90 


4.10 


'5.1 


Class B3, OOOo> 


6 


6 


72 


^2 






4.60 

4.88 
5.05 

4.60 
4.60 








Through freight: 

Grand Rapids to Cadillac; Grand 
Rapids to Muskegon 










4.88 
5.05 

5.13 
5.30 


.00 
.00 

.53 
.70 


.0 


Cadillac to Mackinaw City; Traverse 
City to Walton Junction 










.0 


Local freight: 

Grand Rapids to Cadillac; Grand 
Rapids to Muskegon 










11.5 


Cadillac to Mackinaw City, Traverse 
City to Walton Junction 










15.2 


Class B4, OOOOo> 


46 


46 


62 


68 




Switching: 

First-class yards 


4.00 
3.90 

4.88 
5.05 

4.60 

4.60 
4.60 


4.10 
4.10 

4.88 
5.05 

5.13 
5.30 


.10 
.20 

.00 
.00 

.53 
.70 


2.5 


Second-class yards 










5.1 


Through freight: 

Grand Rapids to Cadillac, Grand 
Rapids to Muskegon 










.0 


Cadillac to Mackinaw City, Traverse 
City to Walton Junction 










.0 


Local freight: 

Grand Rapids to Cadillac, Grand 
Rapids to Muskegon 










11.5 


Cadillac to Mackinaw City, Traverse 
City to Walton Junction 










15.2 


Local freight 











Class C2, OOoo> 


11 


11 an 


31 










Passenger , 




...:.. 


4." 66 


4."25 


.25 


6.3 



246 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued. 

GRAND RAPIDS & INDIANA RY.— Continued. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 

hours or 
less. 


Increase. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES— COntd. 

Class C3, OOOoo> 


26 


26 


56 


56 










Passenger 


$4.00 

4.88 
5.05 

4.60 

4.60 
4.60 


$4.25 

4.88 
5.05 

5.13 
5.30 


$0.25 

.00 
.00 

.53 

.70 


6.3 

o 


Through freight: 

Grand Rapids to Cadillac, Grand 
Rapids to Muskegon 










Cadillac to Mackinaw City, Traverse 
City to Walton Junction 










.0 


Local freight: 

Grand Rapids to Cadillac, Grand 
Rapids to Muskegon 










11 5 


Cadillac to Mackinaw City, Traverse 
City to Walton Junction 










15.2 


Local freight 





























HOCKING VALLEY RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


34 


34 


60 


60 






1 




$4.00 


$4. 10 


$0.10 


2 5 


Class B3, OOOo> 


1 




48 










4.60 








Class B4, OOOOo> 


93 


92 


79 


79 










4.00 

4.75 
4.60 


4.10 

4.75 
4.75 


.10 

.00 
.15 


2.5 


Freight: 










.0 












3.3 


Class C2 OOoo> 


15 


12 


45 


45 






3.65 


4.25 


.60 


16.4 


Class C3, OOOoo> 


3 


7 


71 


71 






3.65 


4.25 


.60 


16.4 


Class E4, oOOOOo> 




11 




122 










4.10 
4.75 







































INDIANA HARBOR BELT R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


9 


24 


61 


84 










Switching 


$4.10 


$4.10 


$0.00 


0.0 


Class B3, OOOo> 


5 


5 


65 


65 




Switching 


4.10 


4.75 


.65 


15.9 















INDIANAPOLIS UNION RY. 



SINGLE-EXPANSION LOCOMOTIVES. 



Class A3, 000>. 
Switching 



21 



70 



70 



$3.85 



$4.50 



$0. 65 



RAILROAD LABOR ARBITRATIONS. 



247 



Rates paid to locomotive engineers be/ore and after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

KANAWHA & MICHIGAN RY. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 

hours or 
less. 


Increase. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


8 


8 


62 


62 










Switching 


$4.00 


$4.10 


$0.10 


2.5 


Class B3, OOOo> 


11 


2 


45 


46 




Freight 


4.60 


4.75 


.15 


3.3 


Class B4, OOOOo> 


36 


46 


75 


73 




Freight: 

100,000 to 170,000 pounds on drivers. . 


4.60 

4.75 


4.75 
4.75 


.15 

.00 


3.3 


200,000 to 250,000 pounds on drivers . . 










.0 


Class C2, OOoo> 


8 


10 


39 


43 




Passenger 


3.65 


4.25 


.60 


16.4 


Class E4, oOOOOo> 


3 


5 


85 


83 




Mine runs 


4.75 


5.25 


.50 


10.5 















LAKE ERIE & WESTERN R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


21 


26 


58 


61 










Switching: 

Over 140,000 pounds on drivers 


$4.10 
4.10 


$4.10 
4.10 


$0.00 
.00 


0.0 












.0 


Class B3, OOOo> 


40 


39 


46 


46 




Freight 


4.75 


4.75 


.00 


.0 


Class B4, OOOOo> 


45 


45 


87 


86 




Freight .' 


4.75 


4.75 


.00 


.0 


Class C2, O Ooo> 


27 


26 


40 


41 




Passenger 


4.25 


4.25 


.00 


.0 


Class C3, OOOoo> 


12 


14 


42 


45 






4.25 


4.25 


.00 


.0 















LAKE ERIE, ALLIANCE & WHEELING RY. 



SINGLE-EXPANSION LOCOMOTIVES. 



Class B4,OOOOo>. 
Freight 



19 



$4.85 



LEHIGH VALLEY R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


1 


1 


48 


48 












$3.50 


$4.10 


$0.60 


17.2 


Class A3, OOO > 


59 


67 


47 


50 






4.00 


4.10 


.10 


2.5 


Class A4, 0000> 


54 


69 


83 


83 




Switching 


4.00 


4.10 


.10 


2.5 


Class B3, OOOo> 


19 


11 


58 


69 




Freight 


4.50 

4.00 


4.75 
4.10 


.25 

.10 


5.6 












2.5 


Class B4, OOOOo>... 


261 


269 


77 


79 




Freight 


4.75 
4.00 


4.75 
4.10 


.00 
.10 


.0 












2.5 


Class C2, OOoo>. . 


72 


56 


36 


36 




Passenger 


4.00 
4.50 
4.00 


4.25 
4.75 
4.10 


.25 
.25 
.10 


6.3 


Freight. 










5.6 












2.5 


Class C3, OOOoo> . . . 


298 


281 


64 


65 






4.10 

4.65 
4.00 


4. 2.5 
1. 75 
4.10 


.15 
.10 
.10 


3.7 


Freight 










2.2 


Switching 










2.5 



248 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued. 

LEHIGH VALLEY R. R.— Continued. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 

day of 100 

miles or 10 

hours or 

less. 


Increase. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


single-expansion locomotives— continued. 
Class C4, OOOOoo> 


34 


13 


47 


52 










Freight 


S4.50 
4.00 


$4. 75 
4.10 


JO. 25 
.10 


5.6 


Switching 










2.5 


Class E3, oOOOo> 


1 




69 










4.10 








Class E4, oOOOOo> 


47 


114 


89 


104 








Freight: 


4.75 


4. 75 
5.00 


.00 


.0 






.. ... 


- 






Class F2, oOOoo> 


39 


39 


47 


47 










4.00 


4.25 
4.75 
4.10 


.25 


6.3 


Freight 




























Class F3, oOOOoo> 


17 


26 


77 


78 










4.10 


4.25 


.15 


3.7 




1 


1 


13 


13 






4.00 


4.25 


.25 


6.3 



















LAKE SHORE & MICHIGAN SOUTHERN RY, 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


258 


235 


69 


72 










Switching: 


$4.10 
4.10 
4.10 


$4.10 
4.10 
4.10 


$0.00 
.00 
.00 


0.0 












.0 












.0 


Class A4, 0000> 




20 




120 










4.10 






Class A5, 00000> 


8 


8 


135 


135 










4.10 


4.10 


.00 


.0 


Class B4, OOOOo> 


421 


376 


94 


93 




Freight, through, cylinders 20 inches and 


4.85 
5.10 
5.00 


4.85 
5.10 

5.00 


.00 
.00 
.00 


.0 












.0 












.0 


Class C2, O Ooo> 


14 


13 


35 


35 






4.25 


4.25 


.00 


.0 


Class C3 OOOoo> .. 


99 


75 


48 


51 






4.25 

4.85 
4.75 

5.10 

5.00 
5.00 


4.25 

4.85 
4.75 

5.10 
5.00 
5.00 


.00 

.00 
.00 

.00 
.00 
.00 


.0 


Through freight: 

Over 20-inch cylinders 










.0 
.0 


Local freight: 










.0 












.0 












.0 


Class E3, oOOOo>. . 


73 


77 


73 


75 






4.25 


4.25 


.00 


.0 


Class E4, oOOOOo> 




69 




116 










4.85 
5.10 






















Class F2, oOOoo> 


10 


10 


46 


47 










4.25 


4.25 


.00 


.0 


Class F3, oOOOoo>. . . 


105 


110 


85 


85 






4.25 


4.25 


.00 


.0 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class OOO 0000> 




3 




233 










5.00 























RAILROAD LABOR ARBITRATIONS. 



249 



Bates paid to locomotive engineers before and after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued. 

LONG ISLAND R. R. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons) 


Rate per 
day of 100 
miles or 10 

hours or 
less 


Increase. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


28 


30 


54 


55 










Switching 


$4.10 


$4.10 

5.00 


$0.00 


0.0 


Freight 












Class B4, OOOOo> 


16 


16 


61 


60 








Freight 


5.00 
4.75 


5.00 


.00 


.0 


Work 












Class C2, Ooo> 


92 


88 


54 


55 








Passenger 


4.25 
5.00 
4.75 


4.25 
5.00 
4.75 


.00 
.00 

.00 


.0 


Freight. 










.0 


Work 










.0 


Class C3, OOOoo> 


40 


43 


60 


61 




Passenger 


4.25 
5.00 
4.75 


4.25 
5.00 
4.75 


.00 
.00 
.00 


.0 


Freight 










.0 


Work ; 










.0 


Class F2, oOOoo> 


4 


4 


47 


47 




Passenger 


4.25 


4.25 


.00 


o 


Freight 










5.00 




Class G2, ooOO> 


1 


1 


20 


20 








Switching 


3.10 


3.20 


.10 


3.2 















MAINE CENTRAL R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


17 


17 


54 


54 










Switching 


$3.80 


$4.10 


$0.30 


7 9 


Class B3, OOOo> 


48 


43 


53 


54 




Passenger 


4.00 

4.25 

4.50 

4.60 
4.85 
4.00 


4.25 

4.75 
4.75 

5.00 
5.00 
4.10 


.25 

.50 
.25 

.40 
.15 
.10 


6 3 


Through freight: 

100 miles or less 










11.8 


Over 100 miles and less than 120 miles. 










5 6 


Local freight: 

100 miles or less 










8 7 


Over 100 miles and less than 129 miles. 










3. 1 


Switching 










2.5 


Class B4, OOOOo> 


16 


28 


85 


86 




Through freight: 

100 miles or less 


4.50 
4.75 

4.85 
5.10 


4.75 
4.75 

5.00 
5.10 


.25 
.00 

.15 
.00 


5 6 


Over 100 miles and less than 120 miles. 










0.0 


Local freight: 

100 miles or less 










3.1 


Over 100 miles and less than 120 miles. 










0.0 


Class C2, OOoo> 


62 


51 


34 


35 




Passenger 


4.00 
4.00 

4.25 
4.50 

4.60 
4.85 


4.25 
4.10 

4.75 
4.75 

5.00 
5.00 


.25 
.10 

.50 
.25 

.40 
.15 


6 3 


Switching 










2 5 


Through freight: 

100 miles or less 










11 8 


Over 100 miles and less than 120 miles . 










5.6 


* Local freight: 

100 miles or less 










8.7 


Over 100 miles and less than 120 miles . 










3.1 


Class C3, OOOoo> 


58 


56 


64 


65 




Passenger 


4.00 
4.00 

4.25 
4.50 

4.60 
4.85 


4.25 
4.10 

4.75 
4.75 

5.00 
5.00 


.25 

.10 

.50 
.25 

.40 
.15 


6. 3 


Switching 










2.5 


Through freight: 

100 miles or less ' 










11.8 


Over 100 miles and less than 120 miles. 










5.6 


Local freight: 

100 miles or less 










8.7 


Over 100 miles and less than 120 miles. 










. 3.1 


Class E3, oOOOo> 


1 


1 


42 


42 




Switching 


3.80 


4.10 


.30 


7.9 


Class E4, oOOOOo> 




3 




107 




Through freight 






4.75 
5.00 






Local freight 
















Class F3, oOOOoo> 


10 


16 


70 


71 








Passenger 


4.00 


4.25 


.25 


6.3 


Class G2, ooOO> 


1 


1 


31 


31 




Switching , 


3.80 


4.10 


.30 


7.9 



250 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

MAINE CENTRAL R. R.— Continued. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons) 


Rate per 

day of 100 

miles or 10 

hours or 

less 


Increase. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class B3, OOOo> 


1 


1 


55 


55 










Through freight: 


$4.25 
4.50 

4.60 

4.85 


$4.75 
4.75 

5.00 
5.00 


$0.50 
.25 

.40 
.15 


11.8 


Over 100 miles and less than 120 miles. 










5.6 


Local freight: 










8.7 


Over 100 miles and less than 120 miles. 










3.1 


Class E6 oOOOOOOo> Mallet 


4 


4 


131 


131 




Freight: 


4.50 
4.85 


5.75 
6.00 


1.25 
1.15 


27.8 












23.7 













MICHIGAN CENTRAL R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A 2, 00> 


10 




30 












Switching: 

First-class yards 




$4.10 
4.00 
3.90 
























Third-class yards 
















Class A3, 000> 


159 


206 


65 


68 








Switching: 

First-class yards 


4.10 
4.00 
3.90 


$4.10 
4.10 
4.10 


$0.00 
.10 
.20 


0.0 


Second-class yards 










2:5 


Third-class yards 










5.1 


Class A5, 00000> 


3 


4 


137 


136 




Switching 


4.00 


4.10 


.10 


2.5 


Class B3, OOOo> 


27 


27 


56 


56 




Through freight: 

Under 19 by 24 inch cylinders 


4.75 

4.85 

5.35 
5.45 


4.75 


.00 


0.0 


Over 19 by 24 inch cylinders 












Local freight: 

Under 19 by 24 inch cvlinders 










5.35 


.00 


0.0 


Over 19 by 24 inch cylinders 












Class B4, OOOOo> 


86 


101 


106 


106 








Through freight 


4.85 
5.45 


4.85 
5.45 


.66 

.00 


0.0 












0.0 


Class C2,OOoo> 


66 


46 


29 


29 




Passenger 


4.15 
4.75 
5.35 


4.25 
4.75 
5.35 


.10 
.00 
.00 


2.4 


Through freight : 










0.0 


Local freight 










0.0 


Class C3,OOOoo> 


i26 


125 


54 


54 




Passenger 


4.15 

4.75 

4.85 

5.35 
5.45 


4.25 

4.75 
4.85 

5.35 
5.45 


.10 

.00 
.00 

.00 
.00 


2.4 


Through freight: 

Under 19 by 24 inch cvlinders 










0.0 


Over 19 by 24 inch cylinders 










0.0 


Local freight: 

Under 19 by 24 inch cvlinders 










0.0 












0.0 


Class E4, oOOOOo> 




35 




122 




Through freight 






4.85 
5.45 






Local freight „ 














Class F2, oOOoo> 


28 


28 


48 


48 








Passenger 


4.15 


4.25 


.10 


2.4 


Class F3, oOOOoo> 


60 


78 


76 


77 




Passenger 


4.15 


4.25 


.10 


2.4 


TWO-CYLINDER COMPOUND OR CROSS- 
COMPOUND LOCOMOTIVES. 

Class B4, OOOOo> 


99 


99 


85 


85 






4.85 
5.45 


4.85 
5.45 


r .66 

.00 


Q.0 












0.0 















RAILROAD LABOR ARBITRATIONS. 



251 



Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

NEW YORK CENTRAL & HUDSON RIVER R. R. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 

day of 100 

miles or 10 

hours or 

less. 


Increase. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


3 




35 












Switching 




$4.10 








Class A3, 000 > 


376? 


439 


72 


76 








Switching 


4.10 


$4.10 


$0.00 


0.0 


Class A5. 00000 >... 


5 


4 


134 


135 




Switching 


4.10 


4.10 


.00 


.0 


Class B3, oOOo > 


322 


300 


58 


58 




Freight 


4.75 


4.75. 


.00 


.0 


Class B4, OOOOo>... 


561 


390 


94 


92 




Freight 


4.85 
4.10 


4.85 
4.10 


.00 
.00 


o 


Switching 










.0 


Class Cl, Ooo> 


4 


4 


12 


12 




Passenger 


4.15 


4.25 


.10 


2.4 


Class C2. 00oo> 


178 


165 


39 


39 






Passenger 


4.15 
4.75 


4.25 

4.75 


.10 
.00 


2.4 


Freight 










.0 


Class C3, 000oo> 


184 


186 


75 


75 




Passenger 


4.12 

4.85 


4.25 

4.85 


.13 

.00 


3.2 


Freight 










o 


Class C4, OOOOoo> 


43 


16 


84 


61 




Freight— 

G2, G3, G4, and Go engines 


4.85 
4.75 








G and Gl engines 










4.75 


.00 


.0 


Class E3,o000o>.. 


8 




83 






Freight 




4.75 








Class E4, o0000o> . 




263 




107 








Freight 






4.85 






Class F2, o00oo> 


222 


222 


53 


53 








Passenger 


4 15 


4.25 


.10 


2 4 


Class F3,o000oo>.... 


332 


443 


83 


85 






Passenger 


4.15 

4.75 


4.25 
4.85 


.10 
.10 


2.4 


Freight 










2 1 


Class H2, ooOOo> 


8 


11 


30 


31 




Passenger 


4.15 


4.25 


.10 


2 4 


Class K3, ooo000o> 


18 


18 


68 






Passenger 




4.18 


4.25 


.07 


1.7 


FOUR-CYLIXDER COMPOUND LOCOMOTIVES. 
Class F2, o00oo> 


2 




55 






Passenger 




4.15 








Class E6, oOOO-OOOo> 


26 


30 


150 


150 








Freight 


5.85 


5.85 


.00 


o 


Class 000000> 




1 




181 




Switching 






5.85 






TWO-CYLINDER COMPOUND OR CROSS-COM- 
POUND LOCOMOTIVES. 

Class A3, 000> 


3 




59 










Switching 




4 11 








Class B4, OOOOo> 


43 


43 


83 


88 










Freight 


4.85 


4.85 


.00 


o 















NEW YORK, CHICAGO & ST. LOUIS R. R. 








SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> .'... 


49 


55 


52 


54 










Switching. 


$3.87 


$4.10 


SO. 23 


5.9 


Class B3, OOOo> 


19 


17 


43 


43 


Freight , 


4.81 


4.87 


.06 


1 2 


Class B4, OOOOo>... 


54 


60 


72 


73 




Freight 


4.81 


4.87 


.06 


1 2 


Class C2, OOoo> 


21 


19 


32 


33 




Passenger 


4.10 


4.25 


.15 


3 7 


Class C3, OOOoo> 


105 


107 


48 


50 




Freight 


4.81 
4.10 


4.87 
4.25 


.06 
.15 


1.2 
3 7 


Passenger 























252 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines- — Continued. 

NEW YORK, NEW HAVEN & HARTFORD R. R. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 

day of 100 

miles or 10 

hours or 

less. 


I 

Increase. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


20 


16 


35 


35 












$4.10 


$4.25 


$0.15 


3.7 


Class A3, 000> 


168 


199 


58 


61 




Switching: 


4.10 
3.50 


4.10 
3.50 


.00 
.00 


0.0 












0.0 


Class B3, OOOo> 


357 


349 


60 


60 






4.65 
4.65 


5.00 

4.75 


.35 
.10 


7.5 


Through freight ■. 










2.2 


Class B4, OOOOo> 


39 


35 


66 


69 






4.65 
4.65 


5.00 
4.75 


.35 
.10 


7.5 


Through freight 










2.2 


Class C2, OOoo> 


418 


390 


33 


34 






4.10 


4.25 


.15 


3.7 


Class C3, OOOoo> 


104 


106 


51 


50 






4.10 
4.65 
4.65 


4.25 
4.75 
5.00 


.15 
.10 
.35 


3.7 


Through freight 










2.2 


Local freight 










7.5 


Class F2, oOOoo> 


12 


12 


53 


53 






4.10 


4.25 


.15 


3.7 


Class F3, oOOOoo> 


32 


88 


71 


75 






4.10 


4.25 


.15 


3.7 


Class G2, ooOO> 


7 


3 


34 


36 






4.10 


4.25 


.15 


3.7 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class C3, 00 Ooo>. 


2 




60 










4.10 








POUND LOCOMOTIVES. 

Class A3, 000>. 


17 


6 


68 


68 








Switching: 


4.10 


4.10 
3.50 


.00 
.00 


0.0 












3.50 


0.0 















NEW YORK, PHILADELPHIA & NORFOLK R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3 000> 


5 


5 


68 


68 










Switching: 

110,785 pounds on drivers- 
Port Norfolk 


$4.25 
4.10 

4.25 
4.10 

4.25 
4.35 


$4.35 
4.10 

4.35 
4.10 

4.35 

4.35 


$0.10 
.00 

.10 
.00 

.10 
.00 


2.4 












0.0 


135,820 pounds on drivers- 
Port Norfolk 










2.4 












0.0 


144,100 pounds on drivers — 

Port Norfolk 










2.4 












0.0 


Class B4, OOOOo> 


4 


6 


90 


82 




Freight 


5.33 


5.33 


.00 


0.0 


Class C2 OOoo> . 


3 


2 


29 


30 






4.72 


4.72 


.00 


0.0 


Class C3 OOOoo>. . 


20 


20 


53 


54 






5.33 


5.33 


.00 


0.0 


Class F2 oOOoo>..... . 


6 


7 


48 


45 






4.72 


4.72 


.00 


0.0 















RAILROAD LABOR ARBITRATIONS. 



253 



Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

' NEW YORK, SUSQUEHANNA & WESTERN R. R. 



NEW JERSEY & NEW YORK R. R. 



NEW YORK, ONTARIO & WESTERN RY. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 

hours or 
less. 


Increase. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class \3. 000> 




3 




71 


















$4.10 






Class B3. OOOo> j 19 20 


49 


55 








Freight ■ ' 


?4. 00 


4.75 
4.10 


$6.75 
.55 


18.8 






3.45 


15.9 


Class B4, OOOOo> 


30 38 


65 


65 










4.00 j 4.75 
3.45 4.10 


.75 
.65 


18.8 








18.8 


Class C2, OOoo> 


13 14 


40 


39 






3.90 ! 4.25 


.35 


9.0 


Class C3, o\)Ooo> 


4 10 


5fi 


57 






• 


3. 90 4. 25 


.35 


9.0 




I 











SINGLE-EXPANSION LOCOMOTIVES. 

Class B4, OOOOo> 


2 


2 


76 


66 










Freight 


$4.55 


$4.75 


$0.20 


4.4 


Class C3, OOOoo> 


12 
..... 


10 
""2 


58 
'"39" 


59 
■"39" 




Passenger 

Class F2, oOOoo> 


4.00 


4.25 


.25 


6.3 




4.00 


4.25 


.25 


6.3 















SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, OOO > 


7 


7 


75 


74 








* 


Switching, 156,000 pounds on drivers 


$4.00 


$4.10 


$0.10 


2 5 


Class B3, OOOo> 


79 


77 


64 


64 






4.05 
4.00 
4.50 


4.25 
4.10 
4.75 


.20 
.10 
.25 


4 9 












2 5 


Freight 










5.6 


Class B4, OOOOo> 


100 


99 


73 


73 




Freight: 

101,000 and 115,000 pounds on drivers. 


4.50 
4.65 
4.00 


4.75 
4.75 
4.10 


.25 
.10 
.10 


5.6 


178.000 pounds and over on drivers. . . 










2.2 












2 5 


Class C2, OOoo> 


24 


2-i 


39 


39 




Passenger 


4.05 


4.25 


.20 


4 9 


Class C3, OOOoo> 


4 


4 


67 


67 






4.05 


4.25 


.20 


4 9 















PENNSYLVANIA CO. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2,00> 


6 


4 


35 


38 










Switching 


$4.10 


$4.i6 


$0.00 


0.0 


Class A3, 000> 


188 


195 


61 


65 




Switching 


4.10 


4.10 


.00 


.0 


Class A4, 0000> 


10 


8 


53 


53 




Switching 


4.10 


4.10 


.00 


.0 


Class B4, OOOOo> 


780 


937 


82 


87 




Freight 


4.85 


4.85 


.00 


.0 


Class C2, O Ooo> 


67 


58 


32 


32 




Passenger 


4.25 


4.25 


.00 


.0 


Class C3, OOOoo> 


89 


86 


63 


64 




Freight 


4.85 


4.85 


.00 


,0 


Class E3, oOOOo> 


1 


1 


84 


84 




Passenger 


4.25 


4.25 


.00 


.0 



254 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

PENNSYLVANIA CO.— Continued. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 

day of 100 

miles or 10 

hours or 

less. 


Increase. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES— COntd. 

Class T2, oOOoo> 


70 


70 


58 


58 












$4.25 


$4.25 


$0.00 


.0 


Class F3, oOOOoo> 


56 


73 


91 


94 






4.25 


4.25 


.00 


.0 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class 12, oOOoo> 


2 


2 


57 


56 






4.25 


4.25 


.00 


.0 















PENNSYLVANIA R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


107 


113 


47 


51 












$4.10 


$4.10 


$0.00 


0.0 


Class A3, 000> 


339 


365 


65 


70 




Switching: 


4.10 
4.35 


4.10 
4.35 


.00 
.00 


.0 












.0 


Class B3 OOOo> 


210 


204 


68 


68 






4.85 


4.85 


.00 


.0 


Class B4 OOOOo> .'. - 


2204 


2383 


82 


88 






4.85 


4.85 


.00 


.0 


Class C2 OOoo> 


362 


307 


45 


46 






4.15 


4.25 


.10 


2.4 


Class C3, OOOoo> 


10 


10 


70 


70 






4.15 


4.25 


.10 


2.4 


Class E3 oO OOo> 


1 


1 


83 


84 






4.15 


4.25 


.10 


2.4 


Class E4 oOOOOo> 




1 




118 




Freight . 






4.85 






Class F2, oOOoo> 


247 


285 


59 


60. 










4.15 


4.25 


.10 


2.4 


Class F3, oOOOoo> - 


112 


137 


90 


91 






4.15 


4.25 


.10 


2.4 


Class Mallet, oOOOO— OOOOo> 


1 


1 


219 


219 






4.85 


5.15 


.30 


6.2 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class F2 oOOoo> 


3 


2 


54 


59 






4.15 


4.25 


.10 


2.4 


Class CCls OOOOoooo> 




1 




193 










5.85 























PERE MARQUETTE R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 



Class A2,00> 

Switching 

Class A3, 000> 

Switching 

Class A4, 0000> 

Switching 

Class B3, OOOo> 

Freight: 

Cylinders 19 by 26 inches or over . . 

Cylinders less than 19 by 26 inches . 

Class B4, OOOOo> 

Freight 

Class C2,OOoo> , 

Passenger , 



166 



82 



166 



50 



31 



57 57 
1 ""65 
52 5l" 



84 



26 



28 



$3.80 
3."80" 
3"80" 



4.65 
4.45 



4.65 
3*85 



$4. 10 
4.'l6" 
4"i6" 



4.75 
4.75 



4.75 
4*25* 



RAILROAD LABOK ARBITRATIONS. 



255 



Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued. 

PERE MARQUETTE R. R.— Continued. 



Number. 



1912 



1914 



\vpt-u?p ! Rate per 

wjEr ana 

cSLT h TeS. or 



1912 



1914 



1912 



1914 



Increase. 



Amount. 



Per cent. 



SINGLE-EXPANSION LOCOMOTIVES— Contd. 

Class C3, OOOoo> 

Freight: 

Cylinders 19 by 26 inches or over. .. 
Cylinders less than 19 by 26 inches. 

Passenger 

Class E2, oOOo> 

Passenger 

Class E4,oOOOOo> 

Freight 

Class F2, oOOoo> : 

Passenger 

Class F3, oOOOoo> 

Pass"enger 



50 



50 



50 



$4.65 
4.45 
3.95 



§4. 75 
4.75 
4.25 



3.85 



4.25 



108 



45 . 



4.75 



3.85 



3.95 



4.25 
i 4.' 25" 



SO. 10 
.30 
.30 



40 



PHILADELPHIA & READING RY. 



SINGLE -EXPANSION LOCOMOTIVES. 

Class A2, 00> 


77 


75 


46 


49 










Switching: 

First-class vards 


S4.05 
3.95 


$4.10 
4.10 


$0.05 
.15 


1.2 












3.8 


Class A3, 000> 


61 


63 


63 


71 




Switching: 


4.05 
3.95 


4.10 
4.10 


.05 
.15 


1 2 












3.8 


Class A4, 0000> 


20 


15 


67 


76 




Switching: 

First-class yards 


4.05 
3.95 


4.10 
4.10 


.05 
.15 


1.2 












3.8 


Class B3, OOOo> 


4 


2 


45 


45 




Switching: 

First-class yards 


4.05 
3.95 

4.75 

4.85 


4.10 
4.10 


.05 
.15 


1.2 


Second-class vards 










3.8 


Freight: 

Standard rate 












Between Newberry Junction and 
Tamaqua, St. Clair, and Port Rich- 
mond, via Tamaqua, and between 
Rutherford and Port Richmond 
















Class B4, OOOOo> 


484 


507 


71 


77 








Switching: 

First-class vards 


4.05 


4.10 
4.10 

4.75 


.05 
.15 

.00 


1.2 


Second-class yards 










3.95 
4.75 

4.85 


3.8 


Freight: 

Standard rate 










.0 


Between Newberry Junction and 
Tamaqua, St. Clair, and Port Rich- 
mond, via Tamaqua, and between 
Rutherford and Port Richmond 












Class C2, OOoo> 


135 


142 


41 


45 








Passenger 




4.90 






Long-distance local runs 










7.20 
7.60 






Express-train runs 
















Class C3, OOOoo> 


148 


133 


53 


58 








Passenger 




4.25 






Long-distance local runs 










7.20 
7.60 

4.05 
3.95 

4.75 
4.85 






Express-train runs 
















Switching: 

First-class yards 










4.10 
4.10 

4.75 


.05 
.15 

.00 


1.2 


Second-class yards 










3.8 


Freight: 

Standard rate 










.0 


Between Newberrv Junction and 
Tamaqua, St. Clair, and Port Rich- 
mond, via Tamaqua; between 
Rutherford and Port Richmond.... 













256 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

PHILADELPHIA & READING RY.— Continued. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 

day of 100 

miles or 10 

hours or 

less. 


Increase. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES— COntd. 

Class E4, oOOOOo> 




7 




125 










Freight 






$4.75 






Class F2, oOOoo> > 


50 


51 


50 


54 












4.25 






Long-distance local runs 










$7.20 
7.60 






















Class H3, ooOOOo> 


10 


10 


60 


62 










4.90 


4.90 


$0.00 


.0 















PITTSBURGH & LAKE ERIE R. R. 



SINGLE-EXPANSION LOCOMOTIVE. 

Class A3, OOO 


98 


103 


70 


76 












$4.10 


$4.10 


$0.00 


0.0 


Class B4, OOOOo>.... 


112 


115 


79 


80 




Freight 


4.60 


4.75 


.15 


3.3 


Class C2, OOoo> 


19 


18 


48 


48 




Passenger 


4.30 


4.30 


.00 


.0 


Class C3, OOOoo> 


10 


15 


78 


79 




Passenger 


4.30 


4.30 


.00 


.0 


Class F2, oOOoo> 


5 


5 


48 


48 






4.30 


4.30 


.00 


.0 















TOLEDO & OHIO CENTRAL RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


28 


28 


57 


57 










Switching 


$4.00 


$4.10 


$0.10 


2.5 


Class A4, 0000> 




3 




120. 




Switching 






4.10 






Class B4, OOOOo> 


62 


60 


77 


78 








Freight— 

21-inch cylinders or over 

20-inch cylinders 


4. 75 
4.60 


4.75 
4.75 


.00 
.15 


.0 
3.3 


Class C2, OOoo> 


18 


15 


38 


41 






3.65 


4.25 


.60 


16 4 


Class C3, OOOoo> 


23 


23 


46 


46 






Local freight, Nos. 71, 72. 88, and 89 


4.90 
4.75 
4.50 
4.25 


5.00 
5.15 

4.75 
4.75 


.10 
.40 
.25 
.50 


2.0 


Other local freight ' 










8.4 


Through freight 










' 5.6 


Mine runs 










11.8 


Class F3, oOOOoo> 




4 




67 










4.25 























RAILROAD LABOR ARBITRATIONS. 



257 



Rates paid to locomotive engineers before an I after the arbitration of 1912 and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 



per cent of . 
engines — Continued 



TOLEDO, ST. LOUIS & WESTERN R. R. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons) 


Rate per 

»f 100 

miles or 10 

hours or 

less. 


Increase. 




1912 


1914 


1912 


1914 


1912 


1014 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 1 

Class A3, 000> 


10 


10 


61 


61 










$3 85 


S4. 10 


?0.25 


6 5 


Class B3, OOOo> 


9 


9 


•30 






Freight— 






■1. 70 
4. 60 


4.75 
5.00 


.05 
.40 


1. 1 










8.7 


Class B4, OOOOo> 


34 


39 


81 


SI 




Freight 


4.70 


4.75 


.05 


1.1 


Class 02, O Ooo> 


8 


8 


31 


31 






3. 80 


4.2.5 


.45 


11.8 


Class (\3, O ( >oo> 


31 


3. 


51 


51 






Passenger 


3. SO 
4.70 


4.25 
i. 75 


.45 
.05 


11.8 


Freight 






1.1 


Class F2, oOOoo> 


2 


2 


44 


44 






3.80 


4.25 


.45 


11.8 















VANDALIA R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


1 


1 


40 


40 












?4.00 


$4. 10 


10. 10 


2 5 


Class A3, 000> 


32 


32 


70 


70 






4.00 


4.10 


.10 


2 5 


Class 153, OOOo> 


83 


83 


71 


71 






4.85 
4.00 


4.85 
4.10 


.00 
.10 













2 5 


Class i'»4, OObbo> 


56 


50 


71 


71 






4.85 


4.85 


.00 





Class ( '2. OOoo> 


29 


25 


34 


35 






4.15 


4.25 


.10 


2 4 


Class • '3, < >0( >oo> 


24 


24 


46 


46 






4.15 

4.85 


4.25 
4.85 


.10 
.00 


2 4 


FieLht 

Class i-2. oOOoo> 


"'19' 






19 


"52 


""'52 


0.0 




4.15 


4.25 


.10 


2.4 


Class K3, dOOOoo> 


8 


12 


93 


83 






4.15 


4.25 


.10 


2 4 















AYA HASH-PITTSBURGH TERMINAL RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Cla^s A3, 000> 


j 




42 
















$4.00 








Class I'.l, OOOOo> 


12 


12 


100 


100 










4.20 
4.70 


S4.20 
4.75 


SO. 00 
.05 















1 1 


Class ' 2, oooo> 


2 


2 


33 


33 






3.80 


4.25 


.45 


11.8 


Class C3, OOOoo> 


2 


2 


36 


36 






4.00 
4.70 


4.10 
4.75 


.10 
.05 


2.5 












1.1 















i Passenger service 5 hours or less. 



51393°— S. Doc. 403, 64-1- 



-17 



258 



RAILROAD LABOK ARBITRATIONS. 



Rates paid to locom.otive engineers before and after the arbitration of 1912 and amount 
and per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

WEST SIDE BELT R. R. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 

day of 100 

miles or 10 

hours or 

less. 


Increase. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


1 


1 


37 


37 












$4.00 


$4.10 


$0'. 10 


2.5 


Class B4, 00~OOo> 


2 


2 


80 


80 






4.00 
4.70 


4.20 

4.75 


.20 
.05 


5.0 












1.1 


Class C2, OOoo> 


1 


1 


33 


33 






3.80 


4.25 


.45 


11.8 


Class C3, OOOoo> 


1 


1 


.40 


40 






4.00 


4.10 


.10 


2.5 















WHEELING- & LAKE ERIE R. R, 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


5 


5 


43 


43 












$3.80 


$4.10 


$0.30 


7 9 


Class A3, 000>. 


29 


29 


52 


52 






Switching — 

140 000 pounds on drivers 


4.00 
4.00 


4.10 
4.10 


.10 
.10 


2 5 


Over 140,000 pounds on drivers 










2.5 


Class B3, OOOo> 


7 


5 


43 


41 




Freight, between 80,000 and 100,000 


4.50 


4.75 


.25 


5.6 


Class B4, OOOOo> 


79 


99 


87 


93 




Freight — 

Botween 170,000 and 200,000 pounds. . 


4.70 


4.75 
4.85 


.05 
.15 


1.1 


Between 200,000 and 250,000 pounds. . 










4.70 


3.2 


Class C2 OOoo> 


16 


16 


34 


35 






.3.80 


4.25 


.45 


11.8 


Class C3, OOOoo> 


50 


48 


40 


39 








4.50 


4.75 


.25 


5.6 


Class F2 oOOoo> 


6 


6 


50 


50 






3.80 


4.25 


.45 


11.8 















ZANESVILLE & WESTERN RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class B 3 OOOo> 


4 


4 


43 


43 












$4. 50 
4.50 
4.25 


$5.00 
4.75 
4.75 


$0.50 
.25 
.50 


11.1 












5.6 












11.8 


Class B4 OOOOo> 


7 


9 


61 


63 






4.60 


4.75 


.15 


3.3 


Class C2 OOoo> 


3 


6 


29 


29 






3.73 


4.25 


.52 


13.9 


Class C3 OOOoo> 


4 


1 


39 


39 






4.50 
4.50 
4.25 


5.00 
4.75 
4.75 


.50 
.25 
.50 


11.1 


Through freight 










5.6 


Work, wreck, circus, and mine runs 










11.8 















XV. 

RAILROADS IN EASTERN TERRITORY AND BROTHERHOOD 
OF LOCOMOTIVE FIREMEN AND ENGINEMEN : 1913. 

Matters in dispute between the Brotherhood of Locomotive Fire- 
men and Enginemen and the eastern railroads, which finally cul- 
minated in arbitration proceedings, had their beginning in certain 
demands presented to the railroads by the employees hi June, 1912. 
The proposals presented by the Brotherhood of Locomotive Firemen 
and Fnginemen, through its duly accredited officers, in support of 
the demands of the firemen and hostlers employed on the railroads 
named was for an increase in w. ges and for sundry changes in the 
rides controlling working conditions. As early as July 1, 1012, a 
meeting was had between a committee representing the firemen and 
the conference committee of managers of the railroads, in the city of 
New York. Subsequent to that date a number of similar meetings 
wore held and much correspondence passed. The firemen were 
represented in these conferences by W. S. Carter, president, and 
other officers of the brotherhood, and the railroads were represented 
by Elisha Lee, chairman of the conference committee of managers. 
After numerous conferences and the exchange of proposals the parties 
to the controversy were unable to agree and jointly asked Martin A. 
Knapp, presiding judge of the United: States Commerce Court, and 
Ch rles P. Xeill, Commissioner of Labor, to mediate the differences 
between the firemen and the railroads, in pursuance of the provisions 
of the act of Congress commonly known as the Frdman Act. 

These mediators, however, were unable to settle the differences. 
Soon thereafter the correspondence covering the negotiations between 
the brotherhood and the railroads, together with a historical state- 
ment, was published over the signatures of the officers of the brother- 
hood, and the question of a strike was submitted to the firemen 
employed throughout the territory covered by the railroads. The 
fcotal number of votes cast were reported as 33,916, of which 32,918, 
or 96.5 per cent were in favor of a strike. 

Immediately following the counting of this strike vote, further 
conferences were held between the conference committee of managers 
and the brotherhood representatives but they were still unable to 
agree upon a settlement, and again the assistance of Martin A. 
Kl pp, presiding judge of the United States Commerce Court, and 
G. W. W. Hanger, Acting Commissioner of Labor, in pursuance of 
the provisions of the Erdman.Act, was invoked to mediate the differ- 
s between the firemen and the railroads. Their efforts at media- 
tion did not accomplish a settlement of the controversy, but resulted 
in an agreement to adjust the differences by arbitration. 

ARTICLES OF ARBITRATION AGREEMENT. 

The articles of agreement of arbitration were made and entered 
into by the respective parties on the 18th day of February, 1913, and 
it was agreed that the questions to be submitted to arbitration would 

259 



260 



RAILROAD LABOR ARBITRATIONS. 



be the requests of the employees as set forth in the "Second Amended 
Proposition of Locomotive Firemen in Eastern Concerted Wage 
Movement, 1912," dated December 18, 1912, which was as follows: 

Article 1. A day's work: Ten hours or less, or 100 miles or less, will constitute a 
day's work in all classes of service, except as otherwise specified. The time for which 
a fireman will be -paid will begin at the time he is required to report for duty and end 
when engine is delivered at point designated by the company. 

Art. 2. Rates of wages: The following rates of wages per day will be the minimum 
rates paid in all classes of service on all railroads parties to this agreement: 

(a) Passenger and through freight: 





All classes 
of passen- 
ger service. 


Through freight. 


Weights of locomotives, in pounds on drivers. 


One fire- 
man. 


Two fire- 
men. 


Less than 80 000 


$2.55 
2.65 
2.80 
3.00 
3.20 

3.40 
3.60 
3.80 
4.00 
4.00 
4.00 
4.00 


$2.90 
3.00 
3.20 
3.35 
3.50 




80 000 and less than 100,000 




100 000 and less than 140 000 




140 000 and less than 170 000 




170 000 and less than 200 000 




200 000 and less than 250 000 


/ $3. 35 


250 000 and less than 300 000 




\ 3.35 
/ 3.50 


300 000 and less than 350 000 




\ 3.50 
/ 3. 50 
\ 3. 50 
/ 3.50 
\ 3. 50 
/ 3.50 
\ 3.50 
/ 3.50 
\ 3. 50 
/ 3.50 
\ 3.50 


350 000 and less than 400 000 




400 000 and less than 450 000 




450 000 and less than 500 000 




500 000 and over 









Except as otherwise provided, on all engines weighing 200 000 pounds or more on 
drivers, when used in through freight service, two firemen will be employed. 

(b) Switching service: 

Switch engine firemen on engines weighing less than 140,000 pounds on drivers, per 
day of 10 hours or less, $2.60. 

Switch engine firemen on engines weighing 140.000 pounds or over on drivers, per 
day of 10 hours or less, $2.80. 

(c) Road hostlers, road hostlers' firemen, and hostlers (other than road hostlers). 
The following wages per day will be paid to road hostlers, road hostlers' firemen, and 
hostlers (other than road hostlers): 

Road hostlers, per day of 10 hours or less, $3.75. 

Road hostlers' firemen, per day of 10 hours or less, $2.50. 

Hostlers (other than road hostlers), per day of 10 hours or less, $2.50. 

The term "Road hostlers" will be understood to mean such hostlers as are employed 
in handling engines between passenger stations and roundhouses or yards, or on main 
tracks. 

The term "Road hostlers' firemen" will be understood to mean such men as are em- 
ployed to assist the road hostlers and to fire such engines as may be in charge of the 
road hostlers. 

The term "Hostlers (other than road hostlers) " will be understood to mean such men 
as are employed in handling engines in and about the roundhouses, ash pit, or storage 
tracks. 

(d) Electric locomotive firemen: The following rates of wages will be paid to electric 
locomotive firemen, according to class of service in which they are used: 

All classes of passenger, per day of 10 hours or less, 100 miles or less, $3. 

All classes of through freight, per day of 10 hours or less, 100 miles or less, $3.25. 

All classes of switching, per day of 10 hours or less, $2.80. 

The term "Electric locomotive firemen" will be understood to mean the second man 
on electric locomotives. t m . 

All working conditions applicable to steam locomotive firemen in steam service 
will applv to electric locomotive firemen in electric service. 

(e) Pusher and helper service: In pusher and helper service on engines weighing 
lees than 250,000 pounds on drivers, firemen will be paid through freight rates accord- 



RAILROAD LABOR ARBITRATIONS. 2G1 

ing to weight on drivers. On engines weighing 250,000 pounds or over on drivers 
when used in pusher or helper service firemen will be paid $3 per day of 60 miles or 
less, 6 hours or less. On grades or divisions of more than 10 miles in length relief (ire- 
men will be furnished and no fireman will be required to fire for more than 6 hours or 
60 miles in any 24-hour period. Should a lighter engine be substituted for an engine 
of 250,000 pounds or more on drivers after one trip or vice versa, the miles, hours, rates 
<>j' pay as applied to the heavier engine will prevail. 

(f) Local freight, way freight, pick-up, and set-out service: Firemen on all runs 
that load or unload freight, and firemen on all runs that set-out or pick-up cars, or do 
switching at four or more points between their initial and final terminals, will be con- 

d as in local freight, way freight, pick-up, or set-out service and will be paid 25 
cents a day in addition to through freight rates specified herein according to weight on 
drivers of engine used, provided, that on local freight, way freight, pick-up and set- 
out trains, when locomotives weighing 200,000 pounds or more on drivers are used, 
and when at no time during the trip the tonnage of the train exceeds GO per cent of the 
regular rating of the same class of locomotive in through freight service, there will be 
but one fireman employed at the following rates per day: On locomotives weighing 
200,000 pounds on drivers and less than 300,000 pounds on drivers the rate of wages for 
the one fireman will be S3. 90 per day, and on locomotives weighing 300,000 pounds or 
more on drivers the rate of wages will be S4.25 per day. After having started on a 
trip with one fireman on engines weighing 200,000 pounds or more on drivers the ton- 
nage of the train will not be increased at any time during the trip beyond 60 per cent 
of t he regular rating of the same class of locomotive when used in through freight service . 

(g) Rates of wages to apply to all classes of service not specified: In all classes of 
service not specified firemen will be paid through freight rates according to weight on 
drivers, and two firemen will be used as in through freight service, except that in wreck 
train and work train service one fireman will be employed at the following rates : On 
locomotives weighing less than 200,000 pounds on drivers through freight rates will be 
paid ; on locomotives weighing 200,000 pounds on drivers and less than 300,000 pounds 
on drivers the rate of wages will be $3.65 per day; on locomotives weighing 300,000 
pounds and over on drivers the rate of wages will be S4 per day, it being understood 
that in ballast, filling and gravel train service through freight rates will be paid and two 
firemen will be employed as in through freight service. 

(h) Official record of weights on drivers: For the purpose of recording weights on 
drivers of locomotives each railroad, party to this agreement, will permanently post 
bulletins at all terminals showing accurately such weights for all locomotives in service. 

Art. 3. Overtime: (a)' General rule: Overtime will be paid pro rata in all classes 
of service, except passenger service, on a basis of 1 mile for each 6 minutes. Except 
as otherwise specified, the basis from which overtime in all classes of service will be 
computed will be 10 hours or 100 miles. Miles and hours will not be counted together, 
but where miles exceed hours, miles will be allowed, and where hours exceed miles, 
hours will be allowed. 

(6) Overtime in passenger service: Overtime in passenger service (except suburban 
service) will be paid at the rate of 35 cents per hour and on a basis of 20 miles per hour, 
five hours or less, 100 miles or less, to constitute a day's work. Overtime in suburban 
service will be paid at the rate of 35 cents per hour and on a basis of 10 miles an hour 
continuous service from time reporting for duty until relieved from duty. Ten hours 
or less, 100 miles or less, to constitute a day. All overtime in passenger service will 
be paid on a minute basis. In ail passenger service hours or miles will be paid which- 
ever are the greater. 

(c) Overtime in pusher or helper service: Overtime in pusher and helper service on 
engines weighing less than 250,000 pounds on drivers will be paid for at pro rata rates 
for all over 10 hours or 100 miles. Overtime in pusher and helper service on engines 
weighing 250,000 pounds or more on drivers will be paid for at pro rata rate, 50 cents 
per hour or 5 cents per mile, for all over 6 hours or 60 miles. It is understood that 
"firemen in pusher and helper service on engines weighing 250,000 pounds or more on 
drivers will not be worked more than 6 hours or 60 miles, except in cases of extreme 
necessity. 

Art. 4. Terminal delay: (a) When the actual departure of any train is delayed to ex- 
ceed one hour after a fireman is required to report for duty, or when a train has reached 
its final terminal limits and is then delayed from any cause so that the fireman is not 
relieved from duty within 30 minutes after having reached the final terminal limits, 
the fireman will be paid an additional compensation for all such delays over one hour 
at the initial terminal and for all such delays over 30 minutes at the final terminal. 
In computing this additional compensation each six minutes of delay will be consid- 
ered as 1 mile. Initial and final delay will be paid for in addition to overtime if any 
overtime is made. 



262 



EAILBOAD LABOE ARBITRATIONS. 



Art. 5. Held away from home terminal: Firemen held at other than home terminal 
(including rest period) will be paid continuous time for all time so held after the expi- 
ration of 15 hours from time relieved from previous duty at the rate per hour paid him 
for the last service performed; less than one hour not to be paid for. 

Art. 6. Assistance for passenger and freight firemen: On all engines in through 
freight service where but one fireman is employed, and on all engines in passenger 
service, coal will be kept where it can be reached by the fireman from all decks of all 
engines. 

Art. 7. Work not required of firemen: Firemen will not be required to clean engines, 
tanks, flues, nor to clean fires at terminals, nor to scour brass, paint stacks, smoke arches, 
or front ends, nor to place tools and supplies on engines or to remove same, nor to fill 
lubricators, headlights, markers, or lamps. However, firemen will be held responsible 
for knowing that the necessary supplies and proper tools for firing are placed on engines 
before leaving .the terminal. 

Art. 8. Tie-up between terminals: When from any cause firemen are "tied-up" 
or relieved from service between terminals, they shall receive not less than a full day's 
pay for the class of service and engine for the period employed from leaving initial 
terminal to point of "tie-up " or relieved from service, and shall receive not less than a 
full day's pay from point of tie-up after again being called for service to the final 
terminal, when they will be relieved from further duty, and be again called for service 
in their turn. If more than 100 miles or more than 10 hours are made on either portion 
of the trip, overtime shall be paid for each portion separately. 

Art. 9. Limitations and avoidance of this agreement: Rates of wages that are higher 
and conditions of employment that are better than specified in this agreement will 
remain in effect, and matters not covered or changed by this agreement will be main- 
tained, but will be subject to change through negotiations by committees representing 
firemen on each individual line as in the past. Conditions and practices now in effect 
on any railroad party to this agreement will not be changed for the purpose of off- 
setting increases in wages and improved working conditions secured by this agreement. 

Art. 10. Date of agreement: Any increases in wages or working conditions of fire- 
men secured through this agreement will be effective as of July 1, 1912. 

SCOPE OF THE ARBITRATION. 



The railroads which were parties to the arbitration agreement 
were as follows: 



Baltimore & Ohio. 

Baltimore & Ohio Southwestern. 

Bessemer & Lake Erie. 

Boston & Albany. 

Boston & Maine. 

Buffalo, Rochester & Pittsburgh. 

Central New England. 

Central Railroad of New Jersey. 

Chicago, Indiana & Southern. 

Chicago, Terre Haute & Southeastern. 

Cincinnati, Hamilton & Dayton. 

Cincinnati, Lebanon & Northern. 

Cincinnati Northern. 

Cleveland, Cincinnati, Chicago & St. 

Louis. 
Dayton & Union. 
Delaware & Hudson. ■ 
Delaware, Lackawanna & Western. 
Detroit, Toledo & Ironton. 
Detroit, Toledo & Milwaukee. 
Dunkirk, Allegheny Valley & Pittsburgh. 
Erie. 

Grand Rapids & Indiana. 
Hocking Valley. 
Indiana Harbor Belt. 
Indianapolis Union. 
Kanawha & Michigan. 
Lake Erie, Alliance & Wheeling. 



Lake Erie & Western. 

Lake Shore and Michigan Southern. 

Lehigh Valley. 

Long Island. 

Maine Central. 

Michigan Central. 

Monongahela. 

New Jersey & New York. 

New York Central & Hudson River. 

New York, Chicago & St. Louis. 

New York, New Haven & Hartford. 

New York, Philadelphia & Norfolk. 

New York, Susquehanna & Western. 

Pennsylvania lines east. 

Pennsylvania lines west. 

Philadelphia & Reading. 

Rutland. 

Toledo & Ohio Central. 

Toledo, Peoria & Western. 

Toledo, St. Louis & Western. 

Vandalia. 

Wabash-Pittsburgh Terminal. 

Western Maryland. 

West Side Belt. 

WTieeling & Lake Erie. 

Wilkes-Barre & Eastern. 

Zanesville & Western. 



RAILROAD LABOR ARBITRATIONS. 263 

ORGANIZATION OF THE ARBITRATION BOARD. 

The above named railroads served practically all that part of the 
United States east of the Mississippi and north of the Ohio and 
Potomac rivers. The trackage of these companies was approxi- 
mately 70,000 miles of main line, being something more than one- 
fourth of the entire trackage of the United States. They represented 
40 per cent of the total capitalization of all railroads in Lie United 
States, and they transported about 47 per cent of the ton miles and 
about 43 per cent of the passenger miles of all the railroads in the 
United States. The firemen employed on these railroads numbered 
about 31,000 for the year 1912 and the wage payments of the same 
year were approximately $29,000,000. 

The railroads appointed as their arbitrator William W. Atter- 
bury, of Philadelphia, Pa., and the brotherhood appointed as its 
arbitrator Albert Phillips, of Sacramento, Cal. The two arbi- 
trators thus chosen, having failed within five days after their first 
meeting for that purpose to appoint a neutral arbitrator, requested 
the presiding judge of the United States Commerce Court, William 
A. Knapp, and the Acting United States Commissioner of Labor, 
G. W. W. Hanger, to appoint a third arbitrator. William L. Cham- 
bers, of Washington, D. C, was selected for this position on the 
3d day of March, 1913. 

The board of arbitrators appointed as above held its first meeting 
at the Waldorf-Astoria Hotel, in the city of New York, on Monday, 
March 10, 1913. William L. Chambers was elected chairman of the 
board and H. S. Milstead was appointed secretary. There were 
public hearings daily, with the exception of Sundays, from March 
10 to and including April 5, 1913. From the latter date executive 
sessions of the board were held to consider the testimony, arguments, 
and exhibits to and including April 23, 1913, on which date the 
board announced its award. 

This was the first case in which elaborate statistical arguments 
and briefs were presented by each siue. Employees from many 
different lines of railroads throughout the territory covered were 
called to testify on behalf of the firemen and in connection with the 
testimony given on the stand some 50 printed exhibits were sub- 
mitted by W. S. Carter, president of the Brotherhood of Loco- 
motive Firemen and Enginemen, who conducted this case on behalf 
of the employees. The railroads called perhaps an equal number 
of witnesses and filed a large number of exhibits. The evidence 
taken on the stand comprised more than 2,000 printed pages, and the 
four volumes of printed exhibits included as many more pages in 
the aggregate. 

THE TESTIMONY AND ARGUMENT OF THE EMPLOYEES. 

The employees held that the two important questions to be decided 
by the board of arbitration were : 

(1) The request of the locomotive firemen and hostlers that uni- 
form rates of wages and uniform rules of employment be placed in 
effect on all railroads participating in the arbitration, except that 
rates that were higher or rules that were more desirable already in 
effect, should be maintained. 



264 RAILROAD LABOR ARBITRATIONS. 

(2) The request of the locomotive firemen and hostlers that an 
increase in rates of wages and changes in certain rules of employ- 
ment be placed in effect on all railroads praticipating in the arbitra- 
tion, except on such railroads as were already paying higher rates 
of wages or had already granted rules that were more desirable than 
those the locomotive firemen and hostlers requested. 

The locomotive firemen and hostlers contended that in view of 
the fact that they had not asked, in some instances, as high rates of 
wages or as advantageous rules of employment as were already in 
effect on some of the railroads in eastern territory was evidence of 
the conservatism of these requests. 

Standardization . 

On the question of uniform rates and rules the employees claimed 
that rates of wages and rules of employment should be made uniform 
on all railroads participating in the arbitration. In support of this 
they advanced the following argument : 

(1) Uniformity in rates and rules were necessary for the purpose 
of comparison in future arbitrations as evidenced by the inability of 
the present board of arbitration to determine what had been the 
increases or changes on any one railroad during past years. 

(2) Uniformity was necessary and desirable in other industries as 
evidenced by the peace, contentment, and profit that prevailed in 
the mining industry where uniform rates and rules were in effect in 
the same competitive districts as compared with the instability of 
prices, the discriminations and abuses, and the continuous unrest of 
employees where uniformity did not prevail. 

(3) Uniformity in freight and passenger rates was a privilege of 
the railroads guaranteed by Federal legislation and official rulings 
as evidenced by the Federal law requiring uniform passenger and 
freight rates to be charged by all railroads and to all patrons, thus 
eliminating discrimination and favoritism. 

(4) Uniformity in cost of materials and equipment purchased by 
railroads was an economic law as evidenced by the fact that favors 
in special prices were not charged to certain railroads by locomotive 
builders and the fact that all railroads pay the same price for steel 
rails, oils, and other materials and supplies in the same market. 

(5) Uniformity in rates and rules should not be influenced by rela- 
tive wealth of railroads, because in no other trade or industry did 
the wealth of the employer fix the wage of the employee. The less 
prosperous railroads profit as greatly by the labors of the locomotive 
firemen or hostlers as the wealthiest of railway corporations. 

(6) The further claim was made that the request for uniformity in 
rates and rules was not a "standardization" ; that the employees 
had carefully graduated rates of wages in their request in accordance 
with the service rendered, the labor performed, and the productive 
efficiency of the firemen, and that they had requested a lesser rate on 
locomotives where the fireman produced a smaller profit for the 
railroads. 



railroad labor arbitrations. 265 

The Basis of a Day's Work. 

As to article 1, providing the basis of a day's work, the firemen 
contended that the adoption of this rule would he beneficial more for 
reasons of uniformity than for any other purpose, because — 

(1) Thirty-eight of the fifty-four railroads participating in the 
arbitration had the rule in effect of "10 hours or less, lbo miles or 
loss'' a clay's work. 

(2) Thirteen of the fifty-four railroads had rules fixing the time for 
which a fireman would be paid as beginning when he reported for 
duty. 

(3) Had the eastern railroads not adopted such a rule it should 
be placed in effect, because — 

(a) Considering the arduous duties of the firemen they should not 
be required to work longer than 10 hours or more than 100 miles a 
day without additional compensation. 

(b) On some railroads 9-hour and 8-hour days had been estab- 
lished. 

(c) A fireman should not be required to report for duty until his 
services were required, and he should not be required to render 
service without compensation therefor. 

Weight on Drivers as a W^age Basis. 

As to weight on drivers as a basis of wage payments the firemen 
contended that this was a proper method for fixing rates of wages, 
because — 

(1) It was the basis demanded by western railroads, as demon- 
strated by the attitude of the conference committee of managers. 

(2) It was the basis advocated by the conference committee of 
managers of the eastern railroads in the engineers' case of 1912. 

(3) It was proposed by the conference committee of managers of 
the eastern railroads participating in this arbitration during the 
negotiations preceding this arbitration. 

(4) It was the most practical basis for fixing wages in proportion 
to power developed by the locomotive, and, therefore, in proportion 
to the service and productive efficiency of the fireman. 

(5) It would make possible the fixing of a rate of wages that 
would equalize the difference between the excessive labor and pro- 
ductive efficiency of a fireman on a heavily loaded train and the 
lesser labor and productive efficiency of a fireman on a lighter train. 

Two Firemen Required on Large Engines. 

As to the need of two firemen on the large locomotives the position 
of the firemen was in substance as follows: 

(1) To oppose the introduction of the modern large locomotives 
it was acknowledged would be unsound economy because the larger 
and more powerful the locomotive the greater the tonnage of trains 
and the earnings of the railroads. 

(2) So far as they were physically able the firemen also realized 
they should fire these large locomotives. 



266 RAILROAD LABOR ARBITRATIONS. 

(3) The present request for two firemen on locomotives weighing 
200,000 pounds or more on drivers included less than half the loco- 
motives on which assistance should be furnished. 

(4) With two firemen employed on the larger locomotives the 
efficiency of such locomotives would be greatly increased; the labor 
being shared by two firemen, the tonnage might be increased or the 
time reduced; an additional car on the train because of an additional 
fireman would produce revenue more than sufficient to pay wages of 
entire train crew; a reduction of two hours in overtime on each trip 
would save the expense more than equal to the cost of the second 
fireman; expense of tie-ups under the Federal law would often be 
avoided at a great saving to the railroads. 

(5) The labor of one fireman on a large locomotive had passed 
human endurance, making it necessary for him to lay off a large 
portion of his time for purpose of recuperation, thus reducing his 
earnings. 

(6) Mechanical stokers had so far proved impracticable because of 
the great expense to the railroads of maintenance, the necessity for 
coal of certain size and quality, faulty construction, and inability to 
properly fire the locomotive. The cost of maintaining mechanical 
stokers and interest on investment probably would result in greater 
expense, it was declared, than the wages of a second fireman. 

(7) With two firemen on a locomotive there would be greater 
opportunity for one of the firemen to assist the engineer in watching 
block signals, looking out for unexpected flags, obstructions, mis- 
placed switches, etc. 

(8) Relieving firemen in the middle of a division would not be 
practicable. 

Higher Rates of Pay. 

As to rates of pay, the firemen claimed that the advances requested 
were just and reasonable for the following reasons: 

(1) Wages of locomotive firemen on eastern railroads had never 
been commensurate with their labors, as compared with wages of 
firemen oh other railroads. 

(2) The increases in wages of firemen during the past 10 years 
claimed to have been made by eastern railroads only emphasized the 
unfairness of the basic rate, when comparisons were made between 
present rates on eastern railroads and rates on other railroads. 

(3) The requests made, it was declared, were less than the average 
wages paid locomotive firemen by eastern railroads, and very much 
less than the wages paid on a majority of western railroads. 

(4) Increase in tonnage of trains had greatly increased the labors 
of firemen. 

The firemen contended also that the rates of wages requested for 
switching service should be placed in effect because — 

(1) Wages of switch-engine firemen were much lower than those 
of any other employees in yard service; their interests usually had 
been neglected by firemen's committees in negotiations of wage 
schedules; only on a few railroads had they been granted proper 
recognition. 

(2) While the work of firing a switch engine was not so laborious 
as firing in road service, the fireman was required constantly to 
watch for signals and obstructions, and was held responsible therefor. 



RAILROAD LABOR ARBITRATIONS. 267 

(3) The higher rate requested on the larger engine was justified 
by the claim that the larger engines were usually maintained in the 
most important and congested yards, where responsibility was 
greatest, and were also usually used in transfer service, for which 
most western railroads paid a higher rate than for regular switching 
service. 

The position of the employees relative to rates of wages for road 
hostlers, road hostlers' firemen, and hostlers (other than road hostlers) 
was as follows: 

(1) The rates requested were equitable. 

(2) Taken in connection with the definitions that were a part of the 
rule, they made it possible for the railroads to designate a compara- 
tively few hostlers to act as road hostlers, thus escaping the necessity 
of paying the higher rate except to road hostlers. 

(3) Road hostlers were usually graduated firemen, but in some 
instances were disqualified engineers because of physical injury or ail- 
ment. As they were required to possess all the qualifications of engi- 
neers they should be paid a rate of wages commensurate to their 
duties and the services they perform. 

(4) Hostlers (other than road hostlers) being required to operate 
locomotives in their care, and being held responsible for the condition 
and custody of locomotives, should be compensated in accordance 
with these duties. 

(5) Road hostlers, firemen, being not only firemen in the usual 
sense of the word, but also flagmen and switch tenders in the move- 
ment of the locomotive upon which they were engaged, should be en- 
titled to the rate of pay requested. 

As to the rates of wages requested for electric locomotive fire- 
men, the contention of the firemen was briefly, as follows: 

(1) The electric question was an economic one; a question as to 
what was to become of steam railroad employees as electric locomo- 
tives were substituted for steam locomotives; a question as to per- 
mitting the genius of the inventor and the avarice of the employer 
depressing the American standard of living. 

(2) The absence of physical labor had been considered when the 
request was made for one rate of wages for the electric locomotive 
firemen in each class of service, regardless of the size of the electric 
locomotive; the rate requested was slightly more than the minimum 
steam rates because it was not considered just that the advent of elec- 
tric locomotives should drive all firemen down to the lowest steam 
rates. 

(3) Aside from the handling of coal the electric locomotive fireman 
assumed all the duties and responsibilities of other firemen — the same 
rules were to be learned and observed, and signals, switches and ob- 
structions were to be watched. 

As to the rates of pay requested in pusher and helper service, the 
arguments put forward by the firemen were, as follows: 

(1) On locomotives weighing less than 200,000 pounds on drivers, 
through freight rates, with but one fireman, were a proper compensa- 
tion for a 10-hour day. 

(2) The work of a pusher or helper fireman was usually at isolated 
points; seldom were home conveniences present; usually it was 
necessary to maintain families at terminals and the<e together with 
other undesirable conditions made this request equitable 



268 RAILROAD LABOR ARBITRATIONS. 

(3) The work was exceedingly laborious, aiad the heat from the fire- 
box more intense because of the slow movement of the locomotives. 

(4) The pusher and helper fireman was required also to perform the 
duties of flagman and brakeman, as no conductor, flagman or brake- 
man was assigned to a helper or pusher locomotive. 

As evidence of the justice of their requests for rates of pay in local 
and way freight, pick-up and set-out service, the following arguments 
were presented by the employees : 

(1) The justness and fairness of a differential for these branches of 
the service have been recognized on a majority of railroads and some 
railroads paid a higher differential than was requested. 

(2) The railroads' exhibits showed that in this class of service that 
although the average length of a trip was shorter than in slow freight 
the average time oh the trip was much longer. 

(3) Only in exceptional cases did firemen prefer this service, and 
then only because they were willing to accept less wages for the pur- 
pose of securing day work, or for the purpose of being with their fami- 
lies alternate nights and Sundays. 

In support of their requests for the payment of through freight 
rates in all classes of service unspecified, the firemen submitted the 
two reasons below: 

(1) The elimination of the innumerable rates and diversity of 
rules then in effect on railroads was desirable. 

(2) Practically all railroads already paid through freight rates in 
some miscell neous classes of service, which was evidence that in 
each class of service the equity of payment of through freight rates 
had already been recognized. 

• As to article 2 (h) official record of weights on drivers, the employees 
contended that the adoption of this request was essential in the event 
that the arbitration board should decide that the weight on drivers 
of locomotives was a proper basis of firemen's wages, because frank 
and open dealings required the greatest publicity as to what rate of 
wages was due on each and every locomotive in the service. 

Overtime. 

As to article 3 (a), overtime — general rule — the firemen claimed that 
there should be no question as to the adoption of this rule, because — 

(1) Thirty-eight of the fifty-four railroads participating in the 
arbitration had a similar 10 hours per day rule, and practically all 
were paying' firemen on the basis of a 10 hours or less 100 miles or 
less day. 

(2) Twenty-six of the fifty-four railroads participating in this arbi- 
tration were now paying on the "minute basis." 

(3) The "minute basis" of paying overtime was usually desired, 
it was stated, by both the railroads and the firemen because it re- 
moved any incentive toward unfairness by either the subordinate 
officials of the railroads or the individual fireman. 

As to article 3 (6), overtime in passenger service, the firemen main- 
tained that this request was equitable and should be granted be- 
cause — 

(1) The lower rates of wages in passenger service we?e fixed with 
the understanding that 100 miles should be made in a comparatively 
short time. 



RAILROAD LABOR ARBITRATIONS. 269 

(2) Hour for hour in passenger service the physical strain on the 
larger locomotives was even greater than in average freight service, 
and the mental strain, because of rapidity with which signals were 
passed and observed, was greater than in freight service. 

(3) The special rate of 35 cents per hour for overtime in passenger 
service requested was less than pro rata on a 5-hour day and other 
railroads had already recognized the justice of paying a higher rate 
per hour. 

(4) The overtime rule requested in suburban service was not only 
equitable but already in effect on several railroads. Suburbant 
service was made up of a series of short trips and, therefore, time for 
which firemen were paid should be computed from time they were 
required to report for duty, and overtime should begin at the expira- 
tion of 10 hours after the}* were required to report for duty. 

The firemen contended further that no class of men working under 
wage agreements received as little consideration in rates and rules 
relative to overtime as railroad employees in engine and train service; 
that not only was the hod carrier and building laborer paid much 
higher rates per hour than the locomotive fireman, but they were 
paid time and one-half and double time for all hours worked after 
an S-hour day. It was also asserted that the complaints of the rail- 
roads against so-called " constructive mileage 7 '' should not be taken 
seriously, for the reason that within recent years firemen in all classes 
of service except passenger service usually worked on the " hourly 
basis," instead of the "mileage basis," owing to the excessive amount 
of time on the road. 

Terminal Delay. 

As to article 4, terminal delay, the firemen's case in this matter 
may be summed up as follows: 

(1) It was intended that the rule should be punitive in its appli- 
cation; that when subordinate officials of railroads were held respon- 
sible for the payment of " double" rate for terminal delays such 
delays would not occur; as excessive rates of overtime had limited 
the day's work in other industries, this rule would limit the time a 
fireman was required to report for duty and limit the time he was 
held on duty after he had completed his trip. 

(2) Firemen contended for opportunity for rest, as much- as for 
additional compensation for the work they performed when their 
trip was finished; they hoped by the adoption of this rule to secure 
opportunity to recuperate between trips and not be required to 
report for duty until needed. 

(3) If firemen were to be denied the relief sought by this rule 
because of exigencies of service they claimed that the railroads were 
better able to bear the burden of expense than the firemen were able 
to bear the burden of detention. 



270 . RAILROAD LABOR ARBITRATIONS. 

Held Away From Home Terminal. 

As to article 5, held away from home terminal, the firemen con- 
tended that this request was not only fair, but necessary, if burdens 
of modern railway practice were to be shared by the railroads, 
because — 

(1) It was not unusual for employers to defray expenses of em- 
ployees when sent from their homes in the performance of their 
duties. 

(2) The holding of firemen off duty at other than home terminals 
added to their expenses and decreased their earnings, thus working 
a double hardship upon the firemen who might have families at their 
home terminal to support. 

(3) This request when adopted would permit the railroads to hold 
a fireman at a terminal away from his home terminal for 15 hours 
and 59 minutes without compensation, and then pay him only for 
the hours held after the expiration of 15 hours. 

Assistance Required and Extra Work to be Eliminated. 

As to article 6, assistance for passenger and freight firemen, the 
firemen declared that this request should be granted by the board, 
because— 

(1) Since the introduction of larger tenders on practically all loco- 
motives, so much coal was placed on the tender that not much more 
than half of it could be reached by the fireman from the deck of the 
locomotive, making it necessary for the fireman to handle a large 
part of the coal twice, thus greatly adding to his labors. 

(2) Firemen in making this request understood that each railroad 
might comply with it in a manner preferred by that road; where 
coaling stations were at frequent intervals the tender might again 
be filled; where the practice was to have special employees assist the 
fireman such practice might be continued ; where mechanical devices 
had been or might be established for the purpose of keeping coal 
within reach of firemen, this method was acceptable. 

As to article 7, work not required of firemen, the firemen con- 
tended that the adoption of this rule would be fair and should be 
placed in effect, because — 

(1) It was a gross injustice to require a fireman to perform any 
labor for which no compensation was paid. 

(2) Firemen on western railroads were relieved of the cleaning and 
painting of any part of a locomotive by an agreement reached between 
a conference committee of managers of western railroads and a fire- 
men's committee in 1907. 

(3) Where rules requiring firemen to do cleaning remained, they 
were sometimes used in a discriminating manner, resulting in the 
suspension or dismissal of one fireman, disliked by a subordinate 
official, while other firemen were not required to observe the rule; 
on some occasions the noncompliance with the cleaning rule by the 
fireman was used as an excuse by subordinate officials for non- 
compliance with other portions of the rules. 

(4) Just as merchants no longer required their clerks to remain 
after closing hours to scrub floors, or to come before opening to sweep 
floors, railroads should relieve firemen from cleaning locomotives. 



RAILROAD LABOR ARBITRATIONS. 271 

(5) No other class of railway employees were required to do such 
work, in addition to other and distinct duties, and no other class of 
employees had more other and distinct duties to perform than the 
locomotive fireman. 

(6) If firemen were specially compensated for this work they would 
still prefer it be done by a boy usually employed at a lesser expense 
by the railroads. 

(7) Removing tools, filling lubricators, filling headlights, markers, 
and other lamps should not be done by firemen, as such work might 
and should be done while the locomotive was in charge of the round- 
house force 

Delay Between Terminals. 

As to article 8, tied up between terminals, the firemen asserted 
that this rule should be put into the schedules for the following 
reasons: 

(1) In a vast majority of tie-ups under the Federal 16-hour law, 
the direct cause was the overloading of locomotives resulting in the 
inability of trains to get over the division within the 16-hour period; 
the overloading of locomotives by heavy tonnage trains being exceed- 
ingly profitable to the railroads, they could afford to be liberal. 

(2). Usually at tie-up points firemen were in an exhausted condi- 
tion, after from 14 to 16 hours strenuous labor, and found only poor 
accommodations for rest and food; 10 hours of broken rest, perhaps 
on the locomotive or in the train caboose, after 16 hours of excessive 
labor, leaves them, it was stated, in no physical condition to resume 
the trip 26 hours after leaving the home terminal; upon reaching 
the end of the trip after tie-up, firemen were in no condition to again 
begin a trip without extra rest, but they often found that other mem- 
bers of their crews had been able to begin another trip, and as a con- 
sequence, made more mileage than firemen. 

(3) Under such conditions a fireman should receive not less than 
a full day's pay for the work performed after resumption of trip 
from tie-up point, making it possible for him to take sufficient rest 
without loss of earning power. 

Conditions of Arbitration Agreement. 

As to article 9, limitations and avoidance of this agreement, 
the firemen contended that this was a fair rule and should be granted: 

(1) No better evidence of the conservatism of the firemen's present 
requests could be presented, it was claimed, than this rule, showing 
that some railroads participating in this arbitration were already 
paying rates that were higher and had in effect conditions of em- 
ployment that were better. 

(2) If disputes should arise as to the intents of the award reached 
by the arbitration board, such disputed matters should not be 
arbitrarily decided by the railroads or by the firemen, but an effort 
should be made to adjust equitably such differences of opinion; 
failing to reach an agreement as to the intent of any provision of 
the arbitration award both the railroads and the firemen should 
request a decision from the arbitration board, which decision should 
be accepted by both the railroads and the firemen as final and binding. 



272 EA1LE0AD LAEOE ARBITRATIONS. 

As to article 10 — date of agreement — the firemen contended that 
this request should be placed in effect, because — - 

(1) Negotiations were adjourned on July 2, 1912, at request of 
railroads; negotiations were again adjourned on August 28, 1912, 
at request of railroads. 

(2) The conservatism of firemen had resulted in an entire year 
passing since requests were first presented to railroads. 

(3 ) If the award should not be made retroactive a premium would 
be placed upon vexatious delays, resulting in great expense to firemen; 
and if railroads should be allowed to profit by such delays there 
would be no end to wage negotiations. 

Increased Peoductive Efficiency of Emfloyees and Revenue 
Gains of the Raileoads. 

As to the ability of the railroads engaged in the proceedings to 
pay increased compensation to their locomotive firemen and hostlers 
the testimony and argument of the employees was briefly as follows: 

Judged by their progress in operating performance during the 
past decade, the onus of which had fallen upon locomotive firemen 
in the form of an increased consumption of coal for each locomotive- 
mile traveled, all the railroads engaged in the proceedings were 
able to pay advances in compensation to their firemen. Each trans- 
portation company showed operating revenue in 1912, as compared 
with 1902, sufficient to meet all advances in costs of operations and 
increases in interest charges on new capital actually invested in 
roadbed and equipment. Succinctly stated, the exhaustive study 
of the increase in the productive efficiency of locomotive firemen 
during the period 1902-1912, based upon the annual reports to the 
Interstate Commerce Commission of 44 respresentative railroads 
engaged hi the arbitration proceedings, established the following 
conclusions : 

(1) The total value of freight traffic transported by the 44 repre- 
sentative railroads studied was 40,221,623,889 ton miles greater in 
1912 than in 1902, representing an increase of 62.90 per cent. 

(2) In 1912, as compared with 1902, passenger traffic increased to 
the extent of 4,097,928,324. passenger-miles, or 49.16 per cent. 

(3) The traffic power of ail single expansion locomotives in service 
on these 44 railroads increased during the past 11 years 337,501,616 
pounds, or 120.69 per cent. 

(4) The average revenue freight train load was 135.43 tons or 
35.13 per cent greater in 1912 than in 1902. 

(5) In face of this extraordinary expansion of traffic, however, the 
number of freight train miles, bacause of larger locomotives and cars 
and heavier trainloads, increased during the period of 1902-1912, 
only 19.36 per cent, and the increase in the number of passenger 
train miles during the 11 years 1902-1912 was only 26.37 per cent. 
The increase in the total number of train miles was only 13.29 
per cent. 

((;) As a combined result, therefore, of the large increase in tractive 
power of locomotives, and in freight train and passenger train loads, 
the large expansion in passenger and freight traffic during the period 
1902-1912 was transported with a comparatively small increase in 
the number of firemen. Only 26.32 per cent more freight train fire- 



RAILROAD LABOR ARBITRATIONS. 273 

men and only 27.80 per cent more passenger train firemen were em- 
ployed by these 44 railroads in 1012 as compared with 1902. 

(7) The number of transportation units handled per fireman, there- 
fore 1 , was much greater in 1912 than in 1902. The ton-miles per 
freight-train fireman were 1,773,985, or 2S.50 per cent greater in 
1912 than in 1902, and passenger-miles per passenger-train fireman 
were 159,985, or 16.88 per cent more in 1912 than in 1902. 

The firemen's fundamental claim was that, as the result of these 
improvements, which had made possible the transportation of a larger 
quantity of freight and passengers per train, the fireman had been 
compelled to undergo a constant increase in the amount of work re- 
quired of him, which was well exemplified by the larger quantity of 
coal which he had to handle. In other words, the improvements in 
transportation which had made it possible to handle the increasing 
volume of freight with fewer train miles had added greatly to the 
arduousness of work or physical exertion required of locomotive fire- 
men. Their hours of work had also been lengthened and their earn- 
ing ability, even at higher rates of remuneration, had been curtailed. 

The entire cost of the operation of the 44 representative railroads 
studied was 43 cents more per revenue train mile in 1912 than in 
1902, but the increase in revenue from operation during this same 
period was 56 cents per revenue train mile, leaving a net gain in rev- 
enue over and above increases in expenses of operation of 13 cents 
per revenue train mile. A grant of a 25 per cent advance in com- 
pensation to locomotive firemen would cost the railroads only $0,014 
per revenue train mile, which deducted from the net gain in revenue 
for the fiscal year 1912 would still leave $0,048 per revenue train 
mile available for the benefit of stockholders. 

By reference to Exhibits 50 and 51, presented by the Brotherhood 
of Locomotive Firemen and Fnginemen, it was pointed out that an 
increase of 20 per cent to firemen, equivalent in dollars and cents to 
$4,936,108, would have absorbed only four hundred and fifty-height 
thousandths of 1 per cent of the operating revenues of 1912 of the 
railroads engaged in this arbitration. The extent to which the trans- 
portation companies added to their gross and net earnings during 
the last half of the calendar year 1912, as compared with the last 
six months of the calendar year 1911, showed a greatly advanced in- 
crease as against the revenues set forth in the tables, compiled by 
the employees which extended only to July 1, 1912. 

All the railroads engaged in the present proceedings, when the 
actual amount of capital invested in roadbed, structures, and equip- 
ment was considered, without reference to watered capitalization or 
financial investments, had sufficient operating revenues, it was as- 
serted, to cover all operating expenses, including a liberal advance 
in wages to firemen and all legitimate capital charges. 

THE TESTIMONY AND ARGUMENT OF THE RAILROADS. 

The position taken by the railroads was put forward under six 
general heads, as follows : 

1. The railroads contended that a comparison of the amount of 

work performed by firemen in 1902 and in 1912, and the amount of 

wages paid a fireman in 1902 and 1912 showed that a fireman's pay 

had increased during that period more than the amount of his work. 

51393°— S. Doc. 493, 64-1 18 



274 RAILROAD LABOR ARBITRATION'S. 

They further claimed that nothing had taken place since the adjust- 
ment of 1910 to necessitate any further increase or the establishment 
of a minimum day's pay in the eastern territory. 

2. The railroads declared further that the fact that the wages of 
firemen in the eastern district were lower than those in the western 
district was not conclusive on the question of their sufficiency, since 
wages in the eastern district had always been on a lower basis than 
in the western district and in the case of the firemen were nearer the 
basis of wages in the West than in the case of industrial employees. 

3. It was argued that the weights on drivers was not a governing 
factor in itself of the work required of firemen, and therefore the 
question of a second man should not be decided on this basis alone. 

4. If uniform wages and working conditions were desirable they 
should be made uniform as a whole, and not made uniform by only 
bringing up the low spots and bettering the less favorable working 
conditions. 

5. The rates and working conditions applying to firemen in the 
steam service were not applicable to firemen or helpers on electric 
locomotives. 

6. A company in poor financial condition should be permitted to 
pay wages that would obtain men of whatever grade they might 
require. 

Increased Earnings. 

Taking up the first of these general subjects — that of increase in 
work and pay of firemen — the railroads presented several exhibits 
showing comparisons for 1902 and 1912. For example, they showed 
that the annual earnings by firemen's Exhibit 12 and railroads' 
Exhibit 1 for 1902 were $648, and for 1912, $925.69, an increase of 
$277.69, or 42.9 per cent. 

In this connection, reference was made by the railroads to the ques- 
tion of the relative amount of overtime which firemen worked as com- 
pared with 1902, and attention was called to the frequent reference 
to this question in argument of counsel for the firemen; that it had 
been stated repeatedly, when increased daily compensation and in- 
creased annual compensation were brought out either from the em- 
ployees' witnesses or from the railroads' witnesses, that overtime was 
probably due to an increase in the number of hours on the road. 
There is, however, no evidence introduced in behalf of the firemen on 
this question, and their position was sustained only by statements of 
counsel. From the testimony and exhibits of the railroads it was, 
however, clear that there has been no increase in the amount of time 
on the road since 1902, but rather a substantial decrease. Not the 
least attempt was made to challenge the fact plainly established by 
railroads' exhibits that the average time on duty per trip had de- 
creased. 

Minimum Day's Wage. 

Considering the question of a minimum day's pay, the railroads 
rested their case on this question largely on the decision in the east- 
ern engineers' arbitration and quoted at length from that part of that 
award in their argument. In the engineers' case, it was pointed out, 
the board simply established certain minimum rates, but failed to 
define how such minima should be applied, leaving the question open 



RAILROAD LABOR ARBITRATIONS. 275 

to serious misunderstandings. The railroads contended that the prin- 
ciple of a minimum day's wage refers to the calendar, or rather to a 
24-hour period day, and that the principle of a minimum wage a day 
never contemplated the payment of two minima per day without 
giving service approximating the wages paid. The railroads insisted 
that payments for service in excess of the minimum day's wage or in 
excess of the mileage and also in excess of specified trips should, in 
fairness to them, be paid for on the basis of miles or hours, whichever 
was the greater, and asserted further that this method would produce 
liberal compensation for the service so rendered. 

Uniform Rates and Rules. 

The railroads deemed that the eastern district should have the same 
rates of pay as those in effect in the western district. They attempted 
to show by statistics that in reality there was but a very slight differ- 
ential between the earnings per 100 miles run of the firemen in the 
two districts. 

Uniform rates and working rules, the railroads claimed, could only 
be established where uniform conditions existed, and further, that 
operating conditions were not uniform, nor could they be made so, 
even if it was desired, and, therefore, any attempt at uniformity must 
of necessity be made on some arbitrary basis, which to the railroads 
did not seem proper. 

Financial Ability to Pay. 

The position of the railroads to the effect that the financial con- 
dition of a railroad should have some bearing on the rate of wages 
paid was fully set forth in Exhibit 1, Sub-Exhibit 11, which showed 
that some roads were financially unable to stand any additional 
expense, and others actually showed a deficit. In addition to this 
the railroads claimed that any abnormal increase in rates granted fire- 
men was certain to bring about other collateral increases, thus adding 
to the burden which the weaker railroads were now carrying. 

Argument as to Specified Requests. 

As to the detailed requests of the firemen, the opposing argument 
of the railroads has been summarized and set forth in the following 
pages. 

Article 1. A day's work: The railroads stated that because of the 
fact that this was the general practice on the railroads in the eastern 
district, they believed that the general terms of this article should be 
granted. The award, however, when made should specifically set 
forth what should be done with the numerous specified runs now pay- 
ing higher than the basic rates, of which the time limits were, generally 
speaking, also higher, but in a few instances lower than justified by 
the mileage on a 10-mile per hour basis. To reduce these time limits 
without at the same time reducing the specified trip rate to the basis 
of mileage, with a minimum of 100 miles, would be equivalent to 
granting a substantial increase in pay on specified runs already paying 
a much higher rate than the mileage times the basic rate. 



276 RAILROAD LABOR ARBITRATIONS. 

Article 2. Rates of wages — passenger: The railroads stated that the 
firemen's original demands as applied to passenger service called for 
an increased outlay of $336,475 per annum, or 5.7 per cent, while their 
second amended demands called for an increased outlay of $1,842,- 
413.22 per annum, or 32.3 per cent. By reference to the minutes of 
meetings of the conference committee of managers with the firemen it 
would be seen that the firemen's committee apparently did not under- 
stand that their amended request was nearly six times the increase 
called for in their original request, so. far as passenger service was 
concerned, thus indicating that their requests were perhaps not as 
carefully considered, even by themselves, as the gravity and impor- 
tance oi the case demanded. 

The opportunities in the passenger service, it was claimed, to make 
large mileage within a very short time were such as to justify a very 
much lower rate than in the freight service. 

In the freight service the speed basis was fixed at 10 miles equals 
one hour, while in through passenger service the speed basis was fixed 
at 20 miles as the equivalent of an hour. If, therefore, the question 
of the proper relation in the basic rate for the two services was to be 
determined by the opportunities or ability to make mileage, it would 
appear that the passenger rates petitioned for were entirely too high. 

Firemen must be considered, the railroads declared, from the stand- 
point of serving an apprenticeship, during which time they were 
receiving journeymen's pay, which was not the case in other appren- 
ticeship service. In addition, firemen in all classes of service were 
assured of their promotion to engineers within a reasonable number 
of years in service, because of the fact that generally speaking, there 
was but one fireman to one engineer and a railroad's engineers are 
almost always obtained exclusively from among its firemen. The 
average service of firemen in the eastern district was slightly more 
than six years, until their promotion to engineers. This was fully 
shown, it was claimed by railroads' Exhibit 1, Sub-Exhibit 2. 

Another very important development affecting the question was, the 
railroads argued, the fact that most roads using the larger engines in 
passenger service were, as rapidly as possible, equipping such engines 
with superheaters and brick arches, and some railroads were installing 
mechanical stokers, thereby reducing the coal consumption and at 
the same time making the work of the fireman much lighter. It was 
uniformly admitted by the firemen who testified in behalf of the 
employees as well as those who testified in behalf of the railroads that 
engines equipped with superheaters would do the same or greater 
amount of work as saturated steam engines with a substantially less 
amount of fuel. 

Based on the rate of $4.25 recently granted passenger engineers it 
would be observed, the railroads stated, that the firemen were asking 
a much higher ratio of the engineers' rate, except on the smaller 
engines below 80,000 pounds on drivers. 

In connection with article 2, rates of wages, through freight, the 
railroads stated that the fixing of rates for railroad train and engine 
employees was the most intricate of any class of service with which 
the railroads had to contend. In almost any other occupation it was 
possible to arrive at an approximately equitable basis by the fixing 
of compensation more or less upon an hourly basis. To do so, how- 
ever, in the train and engine service would not be satisfactory to 



RAILROAD LABOR ARBITRATIONS. 277 

either the men or the railroads, for the reason that it would take 
away the incentive or opportunity to earn a full day's wage in less 
than the established time in hours, which increased the earning power 
of employees per month above the calendar days in the month, 
while a method of wage payment based on hours would retard the 
movement of traffic and deprive the railroads of the most economic 
use of their power and equipment. The railroads were willing, there- 
fore, that the rates, as a general proposition, should be based on two 
several principles — "miles 7 ' and "time" — and the relation of these 
two factors should be considered in connection with the character 
of the service in fixing rates of pay. 

The rates of the firemen showed, it was claimed, that for a number 
of years, both in the eastern district as well as for the United States 
as a whole, the relation they bore to the engineers' rates had been 
gradually advancing from 56.63 per cent in 1900 to 61.15 per cent 
in 1911., Exhibit 1, Sub-Exhibit 34 (railroads), sho wed the average 
tractive power for the year 1912 as compared with 1900, while 
Exhibit 1, Sub-Exhibit 22, showed the average trainload for the same 
period, and from these statements it was seen that the average trac- 
tive power in the period named underwent an increase of 52.2 per 
cent, while the average trainload showed a gain of only 36.5 per cent. 
It was therefore clear that the railroads had not received the full 
benefit of the increased tractive power of locomotives in heavier 
trainloads. Exhibit 1, Sub-Exhibit 33, sheet 2, set forth the fuel 
consumption in freight service per 100 locomotive miles, from which 
it would be observed, the railroads claimed, that during the period 
1902 to 1912 the coal consumed per 100 locomotive miles had in- 
creased 46.8 per cent, while the wages paid to the firemen per loco- 
motive mile in that period had increased 59 per cent. This proved, 
it was asserted, that on the basis of coal consumption the firemen 
had been more than compensated for any increase in coal handled. 

With reference to that part of the proposal calling for two firemen 
the railroads stated that the question of two firemen, considered from 
the standpoint of equity as between the firemen and the railroads, 
is or should be in reality a demand for any one of several forms of 
relief. The railroads believed that the question of two firemen was 
one that was absolutely of a local character and should be solved in 
each instance by a consideration of all conditions surrounding a run 
or set of runs. 

It was contended on the part of the railroads that the arbitrary 
demand for a second fireman on all locomotives in through freight 
service weighing 200,000 pounds or more on drivers was unreasonable 
and not justified by local conditions at all points, nor was it justified 
by local conditions at all times on the same division. This was the 
opinion, it was pointed out, expressed by several witnesses for the 
railroads. Approximately 20 per cent of the through freight busi- 
ness in the eastern district was what was known as fast or preference 
freight, on which the trainload represents considerably less than full 
rating, and in some instances only half the full tonnage rating. It 
was therefore quite clear, from the railroads' standpoint, that while it 
might be proper to furnish assistance to slow freight men hauling full 
tonnage over certain divisions, or portions of a division, it would be 
entirety improper to require this same assistance on the light tonnage 
trains, known as fast or preference freight. Again, the grades of the 



278 RAILROAD LABOR ARBITRATIONS. 

division might be such, it was stated, as to require assistance only 
over a portion of the division, instead of over the whole, and as a 
consequence the arbitrary demand of the firemen for two men could 
not be justified under such conditions. 

The answer of the railroads to article 2, rates of wages in switching 
service, as requested by the firemen, was that in many respects switch- 
ing service, particularly in the larger yards, was a preferred service, 
inasmuch as the day consisted of regular hours of duty, the men on 
the service not being subject to calls at irregular hours except per- 
haps in cases of emergency. Furthermore, from the very character 
of the service this work was light, as far as firing the locomotive was 
concerned, which fact might be corroborated by reference to Exhibit 
1, Sub-Exhibits 34 and 36, which showed that for the year 1912 the 
average consumption per mile in freight service was 204.3 pounds, as 
against 108.8 in shifting service, indicating that the fuel handled by 
firemen in shifting service is approximately one-half of that handled 
by firemen in freight road service. 

A careful comparison of the rates paid in the eastern district indi- 
cated, the railroads asserted, that the minimum rates asked for by the 
firemen were the maximum rates for the class of engine paid in the 
district, and it was the contention of the railroads that local condi- 
tions did not warrant such a high minimum at all points; neither 
could they see the justice of a different rate for the larger engines in 
switching service. 

As to hostlers, the railroads pointed out that their Exhibit 2, Sub- 
Exhibit 033, showed that only 8 of the 50 roads involved in the arbi- 
tration proceedings had rules or regulations containing provisions 
for rates for hostlers. Because of this fact it would appear that there 
was no proper basis for these demands in this proceeding. The num- 
ber of hostlers applying to the first two definitions as given by the 
firemen was small, very few of the roads permitted any one but pro- 
moted men to handle engines over main tracks, even between engine 
houses and yards or stations. With reference to the third definition — 
""Hostlers other than road hostlers," — it was the contention of the 
railroads that the nature and character of their work more nearly 
corresponded to that of roundhouse or engine house employees, and 
therefore could not consistently be classed with firemen. 

As to the demand for the same rates of pay in electric service as in 
steam service, the statement advanced was that it was not the con- 
tention of the railroads that the actual earning capacity of the helper 
on the electric locomotive should be reduced below that of a fireman 
on a steam locomotive, but they did claim that for a day's work they 
should be permitted to get an additional output in the way of in- 
creased mileage, because in this service the railroads really paid the 
man for time rather than labor. The fireman or helper on an electric 
locomotive was practically relieved of all physical labor and pro- 
tected against " extremes in weather conditions; he was merely an 
attendant placed in the locomotive to guard against accidents in case 
the engineer from any cause should become disabled. His primary 
duty was to observe signals and perform such other minor duties as 
was required of him by the engineer. The position required no 
special skill or training, as was clear from the testimony of the road 
foremen of electric engines on the New York Central and Pennsyl- 
vania railroads. 



RAILROAD LABOR ARBITRATIONS. 279 

The railroads contended that the rates and working conditions in 
effect were more than fair and equitable for the service in question and 
presented arguments and a number of reasons for this conclusion. 

Article 2. Jxates of wages, pusher and helper service: The objec- 
tions of the railroads to the granting of this proposal were: 

(1) The fact that the demands fixed the da}^ for engines weighing 
250,000 pounds or over on drivers at 60 miles or 6 hours, which in 
itself represents a decrease of 40 per cent in miles or hours, as com- 
pared with the usual 100-mile or 10-hour a day proposition. 

(2) Because the demand for a 6-hour day was further added to by 
their request for a relief fireman on grades or divisions of more than 
10 miles in length, practically meant two firemen on this class of 
engines, for it so happened that in a great majority of cases pusher 
and helper service on the roads in the eastern district covered a 
distance of more than 10 miles in length, so that in reality these 
demands meant: (a) Double the outlay in the number of men em- 
ployed, and (b) 40 per cent less output in mileage per fireman engaged 
in this service. 

It was a well known fact, it was asserted, that the firemen engaged 
in pusher and helper service were engaged in actual firing for only 
very short periods. Testimony was offered showing that the work 
of a fireman in pusher service was less arduous than in through freight 
service, and so far as the employment of a relief fireman was con- 
cerned the argument made and testimony offered covering through 
freight service applied, it was claimed, to this article with equal force. 
The 6-hour day requested would be positively impracticable, because 
of the extremely short day demanded which permitted of no excep- 
tions under any circumstances. In many instances so much of the 
six hours would have elapsed before the actual push began that ft 
would be necessary to relieve the first man called and bring a new 
man into the service, because the first man could not complete the 
push within the 6-hour limit. 

Article 2. Kates of wages, local freight: The answer of the railroads 
to this request was that the differential as between rates paid in 
through freight service and local freight service originally applied only 
to the train crew and was primarily intended as compensation for the 
additional labors required of the train crew in loading and unloading 
freight at the several stations between terminals. Notwithstanding 
the award in the engineers' case, which granted the engineers in local 
freight service 25 cents additional per 100 miles over that in through 
freight service, the railroads contended that the conditions surround- 
ing firemen engaged in local freight service as against those engaged 
in through freight service did not justify any differential in the rates. 
In the case of the engineers there was some ground for a differential 
by reason of the numerous stops and the necessary physical labor on 
the part of the engineers due to the frequent stops. This argument 
could not apply to firemen, however, because the trains were almost 
always light. 

The stipulation that runs which set out and picked up cars and did 
switching at four or more points between their initial and final termi- 
nals would, it was claimed, add very greatly to the number of trains 
and crews that would hereafter be considered as coming within local 
freight rates and conditions. In the case of the Philadelphia & 
Heading Railway it was shown by testimony that under the rule 



280 RAILROAD LABOR ARBITRATIONS. 

requested practically every freight train on the road would be a local 
freight train. 

The demands of the firemen were declared to be excessively high 
both as to rates and to the definition placed on what trains shall be 
considered in the local freight class. They could not be justified by 
conditions surrounding the service, and, therefore, should be denied. 

Article 2. Rates of wages, nonspecified service: The railroads 
stated that they had no objection to having through freight rates 
appljed to service not otherwise specified. They did seriously object, 
however, to the rates and conditions demanded in the article covering 
through freight service. 

In the matter of mechanical stokers, the railroads asserted that 
from the testimony given by their witnesses it was clear that engines 
equipped with mechanical stokers, even when the stoker did not give 
perfect service, required very much less physical labor on the part 
of the fireman, regardless of the size of the locomotive, and this reduc- 
tion of work would be further lessened with the development of the 
stoker. There could be, therefore, no possible reasons, it was claimed, 
for paying the firemen on locomotives equipped with mechanical 
stokers on the basis of weight on drivers, or, for that matter, on any 
other basis that would provide for a differential in the rates as be- 
tween large and small engines. In fact, from the testimony it would 
seem only just and proper that a lower rate should be paid when 
mechanical stokers were used. 

Article 2. Weights of locomotives: The answer of the railroads to 
this proposal was that they had no objection to furnishing in any 
proper manner information affecting rates of pay for firemen. 

Article 3. Overtime: The answer of the railroads to this proposal, 
briefly stated, was as follows: To the first paragraph of this article, 
by reason of the general practice in effect in the territory, they did not 
make any serious objection, provided it was clearly understood that 
overtime in all classes of service, except p'assenger, should be based on 
1 mile for each six minutes, or, as more commonly stated, 10 miles per 
hour or 100 miles per day. The railroads stated that their under- 
standing of this article was that on runs of 100 miles or less overtime 
would begin after the expiration of 10 hours, and that the time after 
which overtime began would be automatically increased according 
to the mileage of the run, or, in other words, on a run of 110 miles 
overtime would begin after 11 hours and on runs of 120 miles over- 
time would begin after 12 hours. 

The railroads directed special attention to the fact that the fire- 
men's demands called for overtime in all passenger service except 
suburban service, to be paid for on the basis of 20 miles per hour, 
which demands would place all of the short "turn- around " runs, 
not considered in the suburban service, on a 20-mile per hour basis. 
In many instances it would put men in this service, it was claimed, 
on overtime before the run was half completed, by reason of long 
lay-over periods. between trips. 

Overtime payments were, perhaps, as much the result of the men as 
of the railroads, it was declared, and it would be a very dangerous 
precedent to establish a higher rate for dead or nonremunerative time 
than the rates prevailing for working or running time, because the 
premium thus granted would be an incentive to make overtime rather 
than to avoid it ; and in this way not only the railroads but also the 



RAILROAD LABOR ARBITRATIONS. 281 

public would suffer by reason thereof. While the railroads and the 
different organizations generally recognize pro rata rates for overtime, 
the position of the railroads was that from the standpoint of equity 
and justice a somewhat lower rate for overtime should apply, which in 
itself would remove any incentive to make overtime on the part of the 
employees. 

In suburban service employees fixed the minimum day at 10 
hours, but inasmuch as engineers, conductors, and trainmen on 
practically all railroads in the eastern territory had an 8 and 12 
hour rule, it was believed that less complications would result and a 
more equitable arrangement will be arrived at by adopting this 
rule for the firemen. It should be understood, however, that the time 
limits of 8 and 12 hours apply to the minimum rate and 100 miles, 
and any excess rate paid over the basic rate should operate to increase 
these time limits accordingly. Likewise mileage in excess of 100 
miles should give pro rata increases in the time limits. 

As to overtime in pusher and helper service, the posit' on taken by 
tne railroads was that the work of the firemen on these large locomo- 
tives should riot be adjusted by the rate or by the reduction in the 
number of hours or mileage constituting a day, but, on the contrary, 
s/ich assistance should be given as might be determined upon after 
making a thorough investigation of the conditions surrounding the 
service. For these reasons the railroads objected to not only the 
rate per hour asked for as applied to overtime, but also the 6-hour 
basis, or 60 miles, after which overtime should be computed. 

Article 4. Terminal delay: Briefly stated the answer to this pro- 
posal by the railroads was as follows : The application of this article 
to the operating conditions of the railroads would be very complicated 
and, in addition to the actual increase paid to the firemen, in reality 
would represent double pay for the same service. The. generally 
recognized method of payment of trainmen, including firemen, not 
only in the eastern district but also in others, was largely made a 
mileage basis. It was clear, therefore, that the general principle 
underlying the payment of such service was based on two essentials, 
namely, "time" and "mileage," and if the men exceeded either one 
or the other of these essentials, additional payments were made for 
such service. 

As regards initial terminal delay the railroads stated that the reasons 
assigned for declining to allow initial terminal delay by the board 
in the engineers' case was sound, and in the judgment of the railroads, 
applied with equal force to final terminal delay, and the board was 
requested to give weight to the decision in that case on this question. 
The railroads were a unit on the proposition that an employee's 
time should begin as soon as he was required to report for duty and 
should continue until he was relieved from duty, without the intro- 
duction of any side issues. The demands of the firemen, it was 
claimed, contained in this article should be refused. 

Article 5. Held away from home terminal: The railroads asserted 
in their reply to this proposal that the Federal 16-hour law required 
road crews to be given 8 or 10 hours rest (the latter in case of 16 
consecutive hours previous duty), during which period the men were 
not subject to call. Taking the rest period into consideration, 
which- the railroads were bound to observe, the demands of the fire- 
men left only 7 hours under the one case and 5 hours under the other 



282 RAILROAD LABOR ARBITRATIONS. * 

in which the railroads must be prepared to return crews to what is 
kr.own as their home terminal, under penalty of full pay if not so 
returned. The public guaranteed no traffic, much less were the 
railroads assured of traffic at regular intervals. Fluctuations in 
business were beyond the railroads' control. This demand was there- 
fore unreasonable, and particularly so when consideration was given 
to the fact that practically all of the railroads had at a very large 
expense provided the employees with resthouses and wash rooms, 
which privileges were being rapidly extended. 

Article 6. Assistance to passenger and freight firemen: The rail- 
roads' objections to this proposal were threefold: 

(1 ) This demand would in many instances, when applied to through 
passenger runs without stops, require a second man to accompany the 
engine over the entire run. 

(2) The handling of coal had always been considered part of the 
fireman's work, and no- serious testimony was introduced by the 
firemen to show any reason why they should be relieved of it. 

(3) On many railroads included in the eastern district arrange- 
ments were in force on the harder service runs for keeping coal 
within reach of the firemen from the decks of engines, and since 
cases of this kind were so largely local in character it was thought 
that the question should be left with the individual roads and their 
men for settlement. 

Article 7. Work not required of firemen: This article practically 
relieved the fireman, -the railroads claimed, from cleaning of locomo- 
tives at all and was so sweeping in its character that they doubted 
the propriety of favorable consideration, from a sanitary standpoint 
alone. Reference was made to exhibits offered by the railroads 
showing that most of the roads parties to the arbitration agreement 
required very little cleaning work now to be done by firemen other 
than the inside of the cab and the windows. On a number of the 
branch lines and on yard engines and work train engines, where the 
service was comparatively light, the firemen were still required to do 
a certain amount of cleaning and wiping of the locomotives, but such 
cleaning was no hardship and should not be disturbed by any general 
rule which entirely eliminated the responsibility of the fireman so far 
as cleaning his engine was concerned. On engines running in pool 
service and laying over at terminals where engine house employees 
were located, the cleaning was' now being largely taken care of by such 
forces. 

With reference to the firemen being relieved from placing tools and 
other supplies on locomotives, the railroad stated that this prepara- 
tory work was now being largely performed by the fireman while the 
engineer was inspecting his engine and doing other necessary work. 
If the fireman should be relieved of this work it would naturally 
follow that their reporting time would not need be the same as that 
of the engineer. In other words their time on duty would be reduced 
and consequently their earnings, in case of overtime, would be 
relatively lower. 

Article 8. Tied up between terminals: The reply of the railroads 
to this proposal may be summarily stated as follows: 

(1) The rules in effect, covering practically the entire eastern 
district, provided that if crews were tied up between terminals they 
should again be considered on duty and under pay immediately upon 



RAILROAD LABOR ARBITRATIONS. 283 

the expiration of the minimum period allowed for rest on the basis 
of miles or hours, whichever was the greater, from tie-up points to 
the next tie-up point or terminal, which certainly insured liberal 
compensation for services which bring no return to the railroads. 

(2) In compensating employees for hours on duty the rule need 
only provide for allowing time, from time reporting for duty until 
final relief, less rest period provided by law, and since regulations in 
effect on the railroads did fully compensate employees for all time 
given to the service, and in many instances special allowances were 
in effect, there would seem to be no good reason for changing present 
practices. 

Article 9. Limitations and avoidance of agreement: This article 
the railroads considered one of the most important subjects sub- 
mitted for arbitration, and should, they thought, be decided upon its 
merits, rather than upon precedents established in other awards 
either through mediation or arbitration. 

The firemen contended that any advantages in high rates or favor- 
able working conditions enjoyed b} T them should not be disturbed. 
Likewise the railroads insisted that advantages enjoyed by the several 
lines should not be removed. High spots in rates and favorable 
working conditions, as a rule, were the result of settlements made on 
the individual roads, through the " give-and-take method/' and since 
the standardization of rates and the establishment of a minimum 
day's pay was the result of petition on the part of employees there 
could be no justice in retaining ''high spots" unless this board also 
allowed the "low spots" to remain. The firemen were dealing for 
the firemen as a whole, it was stated, and should the board rule that 
present "high spots" should not be disturbed the railroads requested, 
upon a basis of equity to the railroads, that at the same time lower 
rates should not be advanced. 

Article 10. Date of agreement: The answer of the railroads to this 
proposal was that they desired that the question of the effective date 
of the award, like all other questions in regard to this arbitration, be 
determined in strict compliance with the Erdman Act. The law in 
•accordance with the terms of which both parties had unreservedly 
agreed to settle their difficulties fixed with absolute certainty the 
date upon which the award of the board should become operative. 
Section 4 of this act provided that the award having been so filed — 

shall go into practical operation and judgment shall be entered thereon accordingly 
at the expiration of 10 days from such filing, unless within such 10 days either party 
shall file exceptions thereto for matter of law apparent on the record, in which said 
award shall go into practical operation and judgment be entered accordingly when 
such exceptions shall have been finally disposed of either by said circuit court or on 
appeal therefrom. 

A careful consideration of this and subsequent sections of this act, 
the railroads believed, would settle this question, and since this was 
the effect of the law, the request of the firemen that the award should 
be retroactive, the railroads claimed, must be considered to have 
been impliedly stricken out. 

In summarizing the evidence, the railroads first called attention 
to the fact that there was no consistent theory underlying the demands 
of the firemen. In the majority of instances the railroads claimed 
that the firemen appeared to take the position that they should be 
given certain rates because those rates were paid in the West. In 
switching service, the railroads declared that the firemen, on the 



284 RAILROAD LABOR ARBITRATIONS. 

other hand, were not content to ask for western rates, but sought to 
secure uniform rates as high as the highest in effect in the East. In 
electric service, the railroads claimed that the firemen abandoned 
both of these positions and frankly admitted that their demands 
were based on the theory that as an economic proposition the intro- 
duction of an improved machine should not result in any decrease in 
the earnings of the operators. The railroads declared that the foe- 
men were not consistent in their position, for they went so far as to 
ask that they be paid, not the minimum rates in effect in the same 
class of steam service, but in some cases medium rates and in others 
maximum rates. 

In the requests bearing upon working conditions, the railroads 
declared that the firemen were generally asking for the most favorable 
that could be found on any particular road and not in effect in any 
territory as a whole, and the combination of these exorbitant rates 
and maximum working conditions, with the existing higher rates and 
better working conditions now in existence on some individual roads 
in the eastern territory, would force the compensation paid firemen, 
and therefore the cost to the railroads, in the eastern territory to a 
plane much higher than in any other territory in the United States. 

The granting of the demands of the firemen would cost the railroads 
of the eastern district, it was asserted, the sum of $10,363,430 per 
annum, or an increase of 35.5 per cent in the wages paid this class of 
employees, and would be equivalent to placing a prior lien upon the 
railroads in this district ahead of all other obligations equal to the 
enormous sum of 1259,085,753 calculated upon a 4 per cent basis. 
The railroads contended that no such increase was justifiable, and 
pointed to the liberal treatment granted the firemen during the past 
decade, as fully set forth in their Exhibit 1, Sub-Exhibits 3, 4, and 5, 
showing the increases in rates of pay secured since the year 1900. 

The railroads claimed, in conclusion, to have shown that specific 
rates, rules, and regulations were not susceptible of standardization 
in the East as a whole- other than upon some arbitrary basis, and since 
this method could only be used at the expense of, or rather, in lieu 
of equity and justice, standardization should not be granted or 
further extended. 

COMPARISON OF REQUESTS OF EMPLOYEES AND THE AWARD OF THE 

BOARD. 

In the following pages a comparison is made of the requests of the 
employees which constituted the basis of the arbitration proceed- 
ings and the award of the board of arbitration. Both the requests 
and the award have been digested and placed in parallel columns, so 
that they may be quickly compared. 

Requests of Employees and Award of Board of Arbitration Compared. 

requests. award. 

Article 1. Ten hours or less, 100 miles Article 1. Ten hours or less, 100 miles 

or less to constitute a day's work in all or less to constitute a day's work in all 

classes of service, except as otherwise classes of service, except as otherwise 

specified. Time for which firemen be specified. Time for which firemen will 

paid will begin at time required to report be paid will begin at time required to re- 

for duty and end when engine is delivered port for duty and end when engine is de- 

at point designated by company. livered at point designated. 



RAILROAD LABOR ARBITRATIONS. 



285 



Art. 2. Pates of wages. — (a) Passenger 
and through freight: 

Passenger service: Less than 80,000 
pounds on drivers, $2.55; 100,000 and less 
than 140,000, $2.80; 80,000 and less than 
100,000, $2.65; 140,000 and less than 
170,000, $3; 170,000 and less than 200,000, 
13.20; 200,000 and less than 250,000, 
$3.40; 250,000 and less than 300,000, 
$3.60:300,000 and less than 350,000, $3.80; 
350,000 and less than 400,000, $4; 400,000 
to 500,000 and over, $4. 

Through freight: Less than 80,000 
pounds on drivers, $2.90; 80,000 and less 
than 100,000, $3; 100,000 and less than 
140,000, $3.20; 140,000 and less than 
170,000. $3.35: 170,000 and less than 
200,000, $3.50; 200,000 and less than 
250,000, $3.35; 250,000 and less than 
300,000, $3.50; 300,000 to 500,000 and 
over, $3.50. All engines 200,000 pounds 
and over on drivers to have 2 firemen at 
rates above on these weights. 



(6) Switching service: Switch-engine 
firemen on engines weighing less than 
140,000 pounds, on drivers, per day of 10 
hours or less, $2.60; 140,000 pounds or 
over, on drivers, $2.80. 

(c) Road hostlers, per day, 10 hours or 
Less, $3.75; road hostlers, firemen, per 
day, 10 hours or less, $2.50; hostlers (other 
than road hostlers), per day of 10 hours or 
less, $2.50. 



(d) Electric locomotive firemen: All 
classes of passenger service per day of 10 
hours or less, 100 miles or less, $3; through 
freight per day of 10 hours or less, 100 
miles or less, $3.25; switching service per 
day. 10 hours or less, $2.80. All working 
conditions applicable to steam locomotive 
firemen in steam service will apply to 
electric locomotive firemen in electric 
service. 



(e) Pusher and helper service: In 
pusher and helper service on engines 
weighing less than 250,000 pounds on 
drivers, firemen will be paid through 
freight rates according to weight on driv- 
ers. On engines weighing 250,000 pounds 
or over on drivers, when used in this serv- 
ice, firemen will be paid $3 per day of 60 
miles or less, 6 hours or less. On grades 
or divisions of more than 10 miles in 
lengrh relief firemen will be furnished 
and no fireman be required to fire for 
more than 6 hours or 60 miles in any 24- 
hour period. Should lighter engine be 
substituted for engine of 250,000 pounds 



Art. 2. Rates of wages. — (a) Passenger 
and through freight: 

Passenger service: Less than 80,000- 
pounds on drivers, $2.45; 100,000 and less 
than 140,000, $2.60; 80,000 to 100,000, 
$2.50; 140,000 to 170,000, $2.70: 170,000 to 
200,000, $2.85; 200,000 to 250,000, $3; 
250,000 to 300,000, $3.20; 300,000 to 
350,000, $3.40; over 350,000 pounds on 
drivers, $3.60; Mallet engines, regardless 
weight on drivers, $4. 

Through freight: Less than 80,000 
pounds on drivers, $2.75; 80,000 to 100,000, 
$2.85; 100,000 to 140,000, $3; 140,000 to 
170,000, $3.10; 170,000 to 200,000, $3.20; 
200,000 to 250,000, $3.30; 250,000 to 
300,000, $3.55; all engines over 300,000, 
$4; Mallet engines, regardless weight on 
drivers, $4. Where 2 firemen are em- 
ployed on a locomotive as a result of the 
application of article 6 hereinafter, the 
rates of pay to each fireman shall be: 
100,000 to 250,000, $2.75; over 250,000 
pounds on drivers, $3. 

(6) Switching service: Switch-engine 
firemen on locomotives weighing less than 
140,000 pounds, on drivers, per day of 10 
hours or less, $2.50; 140,000 pounds or 
over, on drivers (excluding Mallets, $4), 
$2.60. 

(c) Hostlers, per day of 10 hours or less, 
$2.40. If hostlers are employed in han- 
dling engines between passenger stations 
and roundhouses or yards, or on main 
tracks, they will be paid, per day, 10 hours 
or less, $3.25. If men are employed to as- 
sist hostlers in handling engines between 
places above named, they will be paid 
per day, 10 hours or less, 82.50. 

(d) Helper on electric locomotive: 
Term "helper" understood to mean sec- 
ond man employed on electric locomo- 
tives, shall receive per day, 10 hours or 
less, 100 miles or less, $2.50, passenger 
service; through freight, per day, 10 hours 
or less, 100 miles or less, $2.80; switching 
service, per day, 10 hours or less, $2.50. 
All working conditions applicable to 
steam locomotive firemen in steam serv- 
ice will apply to helpers in electric 
service. 

(e) Pusher and helper service: Firemen 
on locomotives in pusher and helper serv- 
ice, mine runs, work, wreck, belt line, 
and transfer service, and all other un- 
classified service will be paid through 
freight rates according to the class of 
engine. 



286 



RAILROAD LABOR ARBITRATIONS. 



or more on drivers after one trip, or vice 
versa, the miles, hours, rates of pay as 
applied to the heavier engine will prevail. 

(/) Local freight, way freight, pick-up 
and set-out service: Firemen on all 
freight runs that load or unload freight, 
and firemen on all freight runs that set out 
or pick up cars or do switching at four or 
more points between initial and final ter- 
minals will be considered as in local 
freight, way freight, pick-up or set-out 
service, and will be paid 25 cents per day 
in addition to through freight rates speci- 
fied herein according to weight on drivers 
of engine used, provided that on local 
freight, way freight, pick-up and set-out 
trains when locomotives weighing 200,000 
pounds on drivers are used and when at 
no time during the trip the tonnage of the 
train exceeds 60 per cent of the regular 
rating of the same class of engine in 
through freight service, there will be but 
one fireman employed at the following 
rates per day: 200,000 pounds and less 
than 300,000 pounds on drivers, one fire- 
man, $3.90; 300,000 pounds and over, 
$4.25 per day. After having started on 
trip with one fireman on engines weighing 
200,000 pounds or more on drivers, ton- 
nage of train will not be increased at any 
time during trip beyond 60 per cent of 
the regular rating of the same class of 
locomotive when used in through freight 
service. 

(g) Rates of wages to apply to all classes 
of service not specified: In all classes of 
service not specified, firemen will be paid 
through freight rates according to weight 
on drivers, and two firemen will be used 
as in through freight service, except that 
in work train and wreck train service one 
fireman will be employed at following 
rates: Less than 200,000 pounds on driv- 
ers, through freight rates; 200,000 and less 
than 300,000 pounds on drivers, $3.65; 
300,000 pounds and over, $4, it being 
understood that in ballast, filling, and 
gravel train service through freight rates 
will be paid, and two firemen will be em- 
ployed as in through freight service. 

(h) For purpose of recording weights on 
drivers of locomotives, each railroad , party 
to this agreement, will permanently post 
bulletins at all terminals showing accu- 
rately such weights for all locomotives in 
the service. 

Art. 3. Overtime. — (a) General rule: 
Overtime will be paid pro rata in all 
classes of service, except passenger, on 
the basis of 1 mile for each 6 minutes. 
Except as otherwise specified, the basis 
from which overtime in all classes of 
service will be computed will be 10 hours 
or 100 miles. Miles and hours will not 
be counted together; where miles exceed 
hours miles will be allowed; where hours 
exceed miles hours will be allowed. 



(/) Firemen in local freight service will 
be paid 15 cents in addition to through 
freight rates, according to class of engine. 



(g) Award on this item covered in 
award on item (e). 



(h) For the purpose of officially classifi- 
fying the locomotive, each railroad, party 
to this arbitration, will keep bulletins at 
all terminals showing accurately the 
weight on drivers of all engines in its 
service. 

Art. 3. Overtime. — (a) Overtime in all 
classes of service, except passenger, will 
be paid for pro rata on the minute basis. 
Except as otherwise specified, 10 hours 
or 100 miles will be the basis for comput- 
ing overtime. Miles and hours will not 
be counted together; when miles exceed 
hours miles will be allowed, and when 
hours exceed miles hours will be allowed. 



RAILROAD LABOR ARBITRATIONS. 



287 



(b) Overtime in passenger service (ex- 
cept suburban service) will be paid at 
the rate of 35 cents per hour on a basis of 
20 miles per hour, 5 hours or less, 100 
miles or less to constitute a day's work. 
Overtime in suburban service will be 
paid at the rate of 35 cents per hour on a 
basis of 10 miles an hour continuous serv- 
ice from time reporting for duty until 
relieved from duty. 10 hours or less. 100 
miles or less, to constitute a day. All 
overtime in passenger service will be 
paid on minute basis. In all passenger 
service, hours or miles will be paid, which- 
ever is the greater. 

(c) Overtime in pusher and helper 
son ice on engines weighing less than 
250.000 pounds on drivers will be paid 
at pro rata rates for all over 10 hours or 
100 miles. Overtime in pusher and 
helper sendee on engines weighing 
250,000 pounds or more on drivers will 
be paid for at pro rata rate. 50 cents per 
hou r or 5 cents per mile for all over 6 hours 
or GO miles. It is understood that fire- 
men in pusher and helper service on 
engines weighing 250,000 pounds or more 
on drivers will not be worked more than 
G hours or 60 miles except in cases of 
extreme necessity. 

Art. 4. Terminal delay. — When the 
actual departure of any train is delayed 
to exceed 1 hour after a fireman is re- 
quired to report for duty, or when a train 
has reached its final terminal limits and 
is then delayed from any cause so that 
the fireman is not relieved from duty 
within 30 minutes after having reached 
the final terminal limits, the fireman will 
be paid an additional compensation for 
all Mich delays over 1 hour at the initial 
terminal and for all such delays over 30 
minutes at the final terminal. In com- 
puting this additional compensation each 
6 minutes of delay will be considered as 1 
mile. Initial and final delay will be 
paid for in addition to overtime if any 
overtime is made. 

Art. 5. Held away from home terminal. — 
Firemen held at other than home ter- 
minal (including rest period) will be paid 
continuous time for all time so held after 
the expiration of 15 hours from time re- 
lieved from previous duty at the rate per 
hour paid him for the last service per- 
formed; less than 1 hour not to be paid for. 



(b) Overtime in passenger service (ex- 
cept suburban service) will be paid at 
the rate of 30 cents per hour on the basis 
of 20 miles an hour, computed on the 
minute basis, 5 hours or less, 100 miles or 
less to constitute a day's work. 



(r) On short turn-around runs, no sin- 
gle one of which exceeds 80 miles, in- 
cluding suburban service, overtime shall 
be paid for all time actually on duty or 
held for duty in excess of .8 hours (com- 
puted on each run from the time required 
to report for duty to end of that run) 
within 12 consecutive hours; and also for 
all time in excess of 12 consecutive hours, 
computed continuously from the time 
first required to report to the final release 
at the end of last run. Time shall be 
counted as continuous service in all cases 
where the interval of release from duty 
at any point does not exceed 1 hour. 

Art. 4. Terminal delay. — No initial 
terminal delay is allowed beyond that 
involved in the rule that pay shall begin 
in all cases at the time fireman is required 
to report for duty, but final terminal de- 
lay after the lapse of 1 hour will be paid 
for at the end of the trip at the overtime 
rate, according to class of engine, on the 
minute basis. For freight service final 
terminal delay shall be computed from 
the time the engine reaches the desig- 
nated main-track switch connecting with 
the yard track. For passenger service 
final terminal delay shall be computed 
from the time the train reaches the termi- 
nal station. If road overtime has com- 
menced terminal overtime shall not 
apply, and road overtime shall be com- 
puted to the point of final release. 

Art. 5. Held away from home terminal. — 
Firemen in pool freight and in unas- 
signed service held at other than home 
terminal will be paid continuous time for 
all time so held after the expiration of 18 
hours from time relieved from previous 
duty, at the rate per hour paid him for 
the last service performed. If held 14 
hours after the expiration of the first 28- 
hour period he will be paid continuous 
time for the next succeeding 10 hours, or 
until the end of the 24-hour period, and 
similarly for each 24-hour period there- 
after. Should a fireman be called for 
duty after pay begins his time will be 
computed continuously. 



288 



RAILROAD LABOR ARBITRATION'S. 



Art. 6. Assistance for passenger and 
freight firemen. — On all engines in through- 
freight service, where but one fireman is 
employed, and on all engines in passenger 
service, coal will be kept where it can be 
reached by the fireman from all decks of 
all engines. 



Art. 7. Worlc not required of firemen. -— 
Firemen will not be required to clean en- 
gines, tanks, flues, nor to clean fires at 
terminals, nor to scour brass, paint stacks, 
smoke arches, or front ends, nor to place 
tools and supplies on engines, or to re- 
move same, nor to fill lubricators, head- 
lights, markers, or other lamps. How- 
ever, firemen will be held responsible for 
knowing that the necessary supplies and 
proper tools for firing are placed on en- 
gines before leaving the terminal. 

Art. 8. Tied up between terminals. — 
When, from any cause, firemen are "tied 
up " or relieved from service between ter- 
minals, they shall receive not less than a 
full day 's pay for the class of service and 
engine for the period employed from 
leaving initial terminal to point of tie up 
or relieved from service, and shall receive 
•not less than a full day's pay from point 
of tie up, after again being called for serv- 
ice, to the final terminal, when they will 
be relieved from further duty, and be 
again called for service in their turn. If 
more than 100 miles or more than 10 
hours are made on either portion of the 
trip, overtime shall be paid for each por- 
tion separately. 

Art. 9. Limitation and avoidance of this 
agreement. — Rates of wages that are 
higher and conditions of employment 
that are better than specified in this 
agreement will remain in effect, and mat- 
ters not covered or changed by this agree- 
ment will be maintained, but will be 
subject to change through negotiations 
by committees representing firemen on 
each individual line as in the past. Con- 
ditions and practices now in effect on any 



Art. 6. Assistance for passenger and 
freight firem.en. — When a second fireman is 
deemed necessary on any engine where 
one fireman is employed, or assistance is 
deemed necessary, the matter will be 
taken up with the proper officials by the 
firemen's committee. Failing to reach a 
settlement, the matter shall be referred 
to an adjustment commission, to be com- 
posed of five persons, two of whom are to 
be chosen by the railroad company, two 
by the firemen's committee, and one to 
be selected by the four thus chosen, who 
shall be the chairman of the commission. 
Should the four fail to agree upon the fifth, 
then three days after the last of the four 
is selected the fifth man shall be named 
by the presiding judge of the United States 
Commerce Court. If for any reason the 
selection of the fifth man can not be made 
by the presiding judge of said court, he 
shall be named by the United States dis- 
trict judge of the district in which the con- 
troversy may have arisen. All expenses 
incurred in connection with the settle- 
ment of such matters shall be borne 
equally by the two parties to the contro- 
versy. 

Art. 7. Work not required of firemen. — 
Firemen will be relieved of cleaning en- 
gines. Lubricators will be filled, head- 
lights, markers, and other lamps cared 
for (including filling, but not lighting); 
and all supplies placed on engines at 
points where roundhouse or shop force 
are maintained. The fireman shall not 
be relieved of responsibility of knowing 
that engines for which they a e called are 
properly equipped for service. 

Art. 8. Tied up between terminals. — 
Firemen tied up between terminals on 
account of the hours-of-service law will 
be paid continuous time from initial 
point to tied-up point. When they re- 
sume duty on a continuous trip they will 
be paid from tied-up point to terminal 
on the following basis: For 50 miles or less 
or 5 hours or less, 50 miles' pay; for more 
than 50 miles up to 100 miles, or over 5 
hours and up to 10 hours, 100 miles' pay; 
over 100 miles or over 10 hours, at sched- 
ule rates. This provision does not per- 
mit the running of firemen through ter- 
minal or around other firemen at termi- 
nals, unless such practice is permitted 
under the pay schedule. 

Art. 9. Limitation and avoidance of mis 
agreement. — The earnings of firemen in 
any class of service shall not be dimin- 
ished by the provisions of this award; 
and if the rates that were higher or the 
conditions that were better antecedent 
to this award are necessary to guarantee 
this requirement they . shall be main- 
tained. Neither shall the earnings of the 
firemen in any class of service be in- 
creased above what the higher rates of 



RAILROAD LABOR ARBITRATIONS. 289 

railroad, party to this agreement, will pay and the conditions that were better 
not be changed for the purpose of off- antecedent hereto guaranteed him by a 
setting increases in wages and improved combination of the rates herein estab- 
working conditions secured through this lished with the conditions of service an- 
agreement. tecedent hereto, or vice versa. It is not 

intended that any of the terms or provi- 
sions of this award shall'debar committees 
from taking up for adjustment with the 
management of the respective railroads 
any questions or matters not specifically 
covered herein. 
Art. 10. Date of agreement.— Any in- Art. 10. Date of agreement.— This award 
creases in wages or working conditions of shall take effect at the time and in the 
firemen secured through this agreement manner provided by the act of Congress 
will be effective as of July 1, 1912. entitled "An act concerning carriers en- 

gaged in interstate commerce and their 
employees," approved June 1, 1898. 

EFFECT OF APPLICATION OF AWARD OF ARBITRATION BOARD ON IN- 
DIVIDUAL RAILROADS. 

No uniform basis for the payment of locomotive engineers has up 
to the present time been adopted in the territory east of the Ohio 
and north of the Potomac rivers. Some railroads classify their rates 
of pay according to the size of cylinders; others, according to weight 
on drivers; still others, according to the number of wheels, and ac- 
cording to the trade name of the engines. Not until the year 1913 
were the rates of pay to locomotive firemen in the eastern territory 
standardized according to weight on drive wheels, and the same basis 
of payment both to engineers and firemen in the West was not adopted 
until the year 1915. As a consequence, it was impossible, with the 
printed working schedules as a basis, to make any comparative study 
as to how rates of pay to engineers and firemen were affected by 
awards of arbitration boards. Methods of wage payment were fre- 
quently changed by the application of the decision of arbitration 
boards. 

Under these conditions, it was decided to use as a basis of com- 
parison of rates of pay the classification of locomotives required by 
the Interstate Commerce Commission. Up to the fiscal year 1915 
this classification was uniformly used by the railroads in reporting 
to the commission. In the following comparisons the figures relative 
to the number of locomotives and their average weight on drivers 
(tons), prior to the fiscal year 1915, are based on information secured 
from pages 103 to 107 of the annual reports of the carriers to the In- 
terstate Commerce Commission. In the form of annual report 
adopted for use in 1915 there were considerable changes made through- 
out, and locomotive classification was furnished in a different manner 
by the carriers. Because of this variation it was necessary to request 
the railroad companies to furnish data on locomotive equipment that 
would be comparable with prior years. 

After the information as to number and weight of locomotives in 
the various classifications was secured from the annual reports of the 
railroads to the Interstate Commerce Commission, printed forms were 
mailed to the companies to be filled out. Each sheet was divided 
into three similar sections, providing for single-expansion, four- 
cylinder compound, and two-cylinder compound or cross-compound 

51393°— S. Doc. 493, 64-1 19 



290 



RAILROAD LABOR ARBITRATIONS. 



locomotives. The information requested from the carriers was as 
follows : 

(a) Class of service in which each locomotive was engaged. 

(b) Number of locomotives of each class. 

(c) Rates of pay per day of 100 miles or 10 hours or less to (1) 
engineers, (2) firemen. 

Because of the change in the 1915 reports, mentioned above, a 
special sheet for this year was prepared and sent to the railroad com- 
panies requesting, in addition to the other inquiries listed, the aver- 
age weight on drivers (tons) of locomotives. The printed forms sent 
to the railroads were for the fiscal years prior and subsequent to any 
arbitration proceedings they were involved in, either with their engi- 
neers or firemen. 

In the following derivative tables, rates of pay to locomotive fire- 
men and hostlers are shown prior and subsequent to the award of 
the arbitration board in eastern territory of April 23, 1913. 

Rates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines. 

BESSEMER & LAKE ERIE R. R. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 
hours or less 
to firemen. 


Increase to firemen. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE -EXPANSION LOCOMOTIVES. 

Class A3, 000> 


13 


13 


69 


69 












$2.75 


$2.75 


$0.00 


0.0 


Class B3, OOo> 


25 


25 


62 


62 






3.00 
3.00 
2.75 


3.00 
3.15 
2.75 
2.62 
2.75 


.00 
.15 
.00 


0.0 












5.0 











































Class B4 ; OOOOo> 


109 


119 


86 


87 








Engines 74 to 82 tons on drivers: 


3.00 


3.10 


.10 
.25 

.20 
.25 

.35 

.10 
.00 


3 3 












3. 00 | 3. 25 

3.00 i 3.20 
3. 00 3. 25 


8.3 


Engines 89 and 91 tons on drivers: 








6.7 












8.3 


Engines 112 to 114 tons on drivers: 










3.00 
3.35 
2.75 


3.35 
3.45 
2.75 


11.7 












3.0 












0.0 


Class C2, OOoo> 


15 


10 


37 


44 






2.62 


2.62 
2.75 


.00 


0.0 














Class C3, OOOoo> 


7 


7 


47 


47 










2.75 
2.62 


2.75 
2.62 
2.75 
3.00 


.00 
.00 


0.0 












0.0 














Freight 










3.00 


.00 


0.0 


Class F3, oOOOoo> 




4 




72 










2.70 
2.75 







































RAILROAD LABOR ARBITRATIONS. 



291 



Fates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
encincs — Continued. 

BALTIMORE & OHIO R. R. 



Class. 


Average 

(tons). 


Rate ner 
day of 100 

miles or 10 ] Increase to firemen, 
hours or less 
to firemen. 




1912 1914 1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A2 00> 


20 24 36 

.... ' | 


40 










Switching: 


$2.65 
2.55 
2.50 


$2.65 
2. 55 
2.50 


$0.00 
.00 
.00 


0.0 








.0 








.0 


Class A.3 000> 


138 isfi kk 


54 




Switching: 








2.65 
2.55 
2.50 


2.65 
2.55 
2.50 


.00 
.00 
.00 


.0 












.0 












.0 


Class A4 0000> 


26 


6 


90 


68 




Switching: 


2.65 
2.55 
2.50 


2.65 
2.60 
2.55 


.00 
.05 
.05 


.0 










2.0 












2.0 


Class B3 OOOo> 


52 


46 


49 


49 




Freight 


2.75 


2.85 


.10 


3.6 




1,169 


1,183 


83 


83 




Freight: 

173,000 pounds and less than 274,000 


3.00 

2.95 
2.75 


3.20 

3.00 
2.85 


.20 

.05 
.10 


6.7 


Between 140,000 pounds and 173,000 










1.7 











3.6 




186 i69 j 35 


35 






2.30 


2.45 


.15 


6.5 


Class C 3 OOOoo> 


284 


277 53 


54 




Passenger: 






2.30 
2.30 

2.40 
2.40 


2.50 
2.60 

2.85 
3.00 


.20 
.30 

.45 
.60 


8.7 












13.0 


Freight: 










18.8 












25.0 




161 


322 


109 


111 






3.10 


3.30 


.20 


6.5 




52 


52 


58 


58 






2.40 


2.60 


.20 


8.3 




75 


105 


81 


81 




Passenger: 

140 000 to 170,000 pounds on drivers 


2.50 
2.50 


2.70 
2.85 


.20 
.35 


8.0 












14.0 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class A6 000000> 


1 


1 


167 


167 




Freight 


3.35 


4.00 


.65 


19.4 


Class OOOO 0000> 


20 


30 


231 


232 






4.00 


4.00 


.00 


.0 


Class O000-O00o> 


1 


1 


155 


155 






2.75 


4.00 


1.25 


45.5- 


TWO-CYLINDER COMPOUND OR CROSS-COM- 
POUND LOCOMOTIVES. 

Class C3 OOOoo> 


9 




65 






Frei ht 






' 3.00 





















BOSTON & MAINE R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2 00>.. 


37 


20 


35 


36 










Switching 


$2.35 


S2. 50 


$0. 15 


6.4 


Class A3, 000> 


191 


201 


57 


57 




Switching: 

First-class Yards 


2.35 
2.35 


2.60 
2.50 


.25 
.15 


10.6 










6.4 


Class B3, OOOo>.. 


176 


173 


60 


60 




Through freight: 

80,000 to 100,000 pounds on drivers.... 


2.75 
2.75 

2.75 
2.75 


2.85 
3.00 

3.00 
3.15 


.10 
.25 

.25 
.40 


3.6 


100,000 to 140,000 pounds on drivers . . 










9.1 


Local freight: 

80,000 to 100,000 pounds on drivers 










9.1 


100,000 to 140,000 pounds on drivers. . 










14.5 



292 



RAILROAD LABOR ARBITRATIONS. 



Bates paid to locomotive firemen before and after the arbitration of 1913, and- amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued. 

BOSTON & MAINE R. R.— Continued. 



Class. 



Number. 



1912 1914 



Average 

weight on 

drivers 

(tons). 



1912 1914 



Rate per 
day of 100 
miles or 10 
hours or less 
to firemen 



1912 1914 



Increase to firemen. 



Amount. Per cent. 



:ngle-expansion locomotives— contd. 



Class B4, OOOOo> ". 

Through freight: 

140,000 to 170,000 pounds on drivers . 
170, 000 to 200,000 pounds on drivers. 
Local freight: 

140,000 to 170,000 pounds on drivers. 
170,000 to 200,000 pounds on drivers.. 

Class C2, OOoo> 

Passenger: 

Less than 80,000 pounds on drivers . . 
80,000 to 100,000 pounds on drivers... 

Class C3, OOOoo> 

Passenger: 

Less than 80,000 pounds on drivers. . 
80,000 to 100,000 pounds on drivers... 
100,000 to 140,000 pounds on drivers . 
Freight, through: 

Less than 80,000 pounds on drivers . . 
80,000 to 100,000 pounds on drivers... 
100,000 to 140,000 pounds on drivers . 
Local freight: 

Less than 80,000 pounds on drivers . . 
80,000 to 100,000 pounds on drivers. . . 
100,000 to 140,000 pounds on drivers . 

Class C4, OOOOoo> 

Through freight: 

100,000 to 140,000 pounds on drivers . 
140,000 to 170,000 pounds on drivers. 
170,000 to 200,000 pounds on drivers. 
Local freight: 

100,000 to 140.000 pounds on drivers. 
140,000 to 170,000 pounds on drivers. 
170,000 to 200,000 pounds on drivers. 

Class F2, oOOoo> 

Passenger 

Class F3, oOOOoo> 

Passenger 

Class G2, ooOO> 

Passenger 

Class H3, ooOOOo> 

Passenger _ 

Class electric, oOOOOo> 

Passenger 

Freight 



TWO-CYLINDER COMPOUND OR CROSS-COM- 
POUND LOCOMOTIVES. 

Class B4, OOOOo> . 

Through freight: 

140,000 to 170,000 pounds on drivers.. 

170,000 to 200,000 pounds on drivers. 
Local freight: 

140,000 to 170,000 pounds on drivers . 

170,000 to 200,000 pounds on drivers . 

i C3, OOOoo> 

Passenger: 

Less than 80,000 pounds on drivers . . 

80,000 to 100,000 pounds on drivers... 

100,000 to 140,000 pounds on drivers . 
Through freight: 

Less than 80,000 pounds on drivers . . 

80,000 to 100,000 pounds on drivers... 

100,000 to 140,000 pounds on drivers. . 
Local freight: 

Less than 80,000 pounds on drivers.. 

80,000 to 100,000 pounds on drivers . . 

100,000 to 140,000 pounds on drivers. 



152 



78 



76 



336 



304 



36 



137 



140 



50 



IS 



18 



44 
"73' 
'33 
"45 

106 



50 



$2.90 
2.90 



2.90 
2.90. 



2.40 
2.40 



2.90 
2.90 
2.90 

2.90 
2.90 
2.90 



2.75 
2." 75 
2." 40 

2. 40 



2.90 
2.90 



2.90 
2.90 



2.90 
2.90 



2.75 
2.75 
2.75 

2.75 
2.75 
2.75 



S3. 10 

3.20 



3.25 
3.35 



2.45 
2.50 



2.60 
2.60 
2.60 

2.75 
2.85 
3.00 

2.90 
3.00 
3.15 



3.00 
3.10 
3.20 

3.15 

3.25 
3.35 



2.75 
2*75 
2. 45 
2." 50 



2.90 
2.90 



3.10 
3.20 



3.25 
3.35 



2.60 
2.60 
2.60 

2.75 

2.85 
3.00 

2.90 
3.00 
3.15 



£0.20 
.30 



.35 
.45 



RAILROAD LABOR ARBITRATIONS. 



293 



Rates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued. 

BUFFALO, ROCHESTER & PITTSBURGH RY. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 
hours or less 
to firemen. 


Increase to firemen. 




1912 


1914 


1912 1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


7 


6 


63 


67 












$2.40 $2.50 


$0.10 


4.2 


Class B3, OOOo> 


2 


2 


44 


44 






2.40 2.50 


.10 


4.2 


Class B4, OOOOo> . 


177 


186 


77 


77 






2. 40 2. 50 


.10 
.00 


4.2 


Frei^it 






2.85 


2.85 


.0 


Class Bo, OOOOOo> 


8 


8 


122 122 






2.95 


3.00 


.05 


1.7 


Class C2, OOoo> 


6 


5 


34 ! 35 






2.40 


2.45 


.05 


2.1 


Class C3, OOOoo>. . 


15 


15 


51 


52 






2.40 
2.85 
2.40 


2.50 
2.85 
2.50 


.10 
.00 
.10 


4.2 


Freight 










.0 
2.1 


Class C4, OOOOoo> 


50 


34 


66 


67 






2.85 
2.40 


2.85 
2.85 


.00 
.45 


.0 




:::::::: 






18.8 


Class E4, oOOOOo> . 


7 


28 


109 , 109 






Freight 


2. 85 3. 00 


.15 


5.3 


Class F2, oOOoo> 


15 


15 


49 | 51 




Passenger 




2.40 2.70 


.30 


12.5 


Class 13, oOOOoo> . 


3 


7 


82 83 




Passenger 


2. 40 2. 70 


.30 


12.5 
















CENTRAL NEW ENGLAND RY, 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


6 


6 


60 


60 










Switching 


$2.40 


S2.50 


$0.10 


4.2 


Class A4, 0000> 




3 





101 




Switching 






2.50 






Class B3. OOOo> * 




7 


64 


64 








Through freight 


2.65 
2.65 


3.00 
3.15 


.35 
.50 


13.2 


Local freight 










18.9 


Class B4, OOOOo> 


30 


43 


63 


74 




Through freight— 

80,000 and less than 100,000 pounds . . . 


2.65 
2.65 

2.65 
2.65 


3.00 
3.20 

3.15 
3.35 


.35 
.55 

.50 
.70 


13.2 


100.000 and less than 140.000 pounds.. 










20.8 


Local freight— 

80,000 and less than 100,000 pounds on 
drivers 










18.9 


100,000 and less than 140,000 pounds 
on drivers 










26.4 


Class C2, OOoo> 


14 


11 


H 


32 




Passenger 


2.40 


2.45 


.05 


2.1 


Class C3, OOOoo> 


7 


7 


52 


52 




Passenger 


2.40 


2.45 


.05 


2.1 


Class F2, oOOoo> 


1 


1 


31 


31 




Passenger 


2.40 


2.45 


.05 


2.1 















CENTRAL RAILROAD CO. OF NEW JERSEY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


93 


. 


64 


65 










Switching 


12. 65 


S2.65 


$0.00 


o.or 


Class A4, 0000>... 




10 




115 




Switching 






3.30 






Class B3, OOOo> 


18 


17 


51 


52 








Freight: 

132,600 pounds on drivers 


2.80 
2.80 


3.00 
2.85 


.20 
.05 


7.1 


93,500 pounds on drivers 










1.8 



294 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

CENTRAL RAILROAD CO. OF NEW JERSEY— Continued. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 
hours or less 
to firemen. 


Increase to firemen. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Percent. 


SINGLE-EXPANSION LOCOMOTIVES— COntd. 

Class B4, OOOOo> 


106 


106 


63 


63 










Freight: 

100,128 to 110,347 pounds on drivers . . . 


$2.80 
3.25 
2.80 
3.25 


$3. 00 
3.25 

2.85 
3.30 


$0.20 
.00 
.05 
.05 


7.1 


127,200 to 197,000 pounds on drivers . . . 










0.0 


89,240 pounds on drivers 










1.8 


201,500 pounds on drivers 










1.5 


Class C2, OOoo> 


60 


58 


38 


39 




Passenger: 

Runs exceeding 150 miles,per 100 miles. 


2.40 
2.50 


2.60 
2.60 


.20 
.10 


8.3 


Less than 150miles,per 100 milesorless. 










4.0 


Class C3, OOOoo> 


116 


131 


61 


66 




Passenger: 

Runs exceeding 150 miles,per 100 miles. 


2.40 
2.50 

2.80 
2.80 

2.80 
3.25 


2.60 
2.60 

2.80 
3.10 

3.00 
3.25 


.20 
.10 

.00 
.30 

.20 
.00 


8.3 


Less than 150 miles,per 100 miles or less . 










4.0 


Freight: 

68,330 and 71,008 pounds on drivers... 










0.0 


145,000 pounds on drivers 










10.7 


116,825, 132,000, and 134,000 pounds on 
drivers 










7.1 


158,800 poimds on drivers 










0.0 


Class C4,OOOOoo> 


51 


51 


80 


80 




Freight 


3.25 


3.25 


.00 


0.0 


Class E3, oOOOo> 


25 


25 


66 


66 




Passenger: 

Runsexceedingl50miles,per 100 miles. 


2.40 
2.50 


2.60 
2.60 


.20 
.10 


8.3 


Less than 150 miles,per 100 miles or less. 










4.0 


Class F2, oOOoo> 


20 


23 


48 


51 




Runs exceeding 150 miles, per 100 miles . . 


2.40 
2.50 


2.60 
2.60 


.20 
.10 


8.3 


Less than 150 miles, per 100 miles or less . . 










4.0 















CHICAGO, INDIANA & SOUTHERN R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000>. . 


33 


33 


71 


71 










Switching: 

140,000 pounds or more on drivers 


$2.20 
2.20 


$2.60 
2.50 


$0.40 
.30 


18.2 


Less than 140,000 pounds on drivers . . 










13.6 


Class A5 00000> 


2 


2 


135 


135 






2.20 


2.60 


.40 


18.2 


Class B4, OOOOo> . 


76 


76 


103 


103 




Freight 


2.95 


3.30 


.35 



11.9 


Class C2, OOoo>. 


8 


7 


28, 


29 






2.30 

2.65 


2.45 
2.75 


.15 

.10 


6.'5 












3.8 


Class C3, OOOoo>. . «... 


25 


27 


57 


57 




Freight: 

60,000 to 100,000 pounds on drivers. . . 
100 000 to 140,000 poimds on drivers 




2.85 
3.00 
















2:65 

2.95 






















TWO-CYLINDER COMPOUND OR CROSS- 
COMPOUND LOCOMOTIVES. 

Class C3, OOOoo> 


2 




56 














2.95 




1 

















EAILEOAD LABOK ARBITRATIONS. 



295 



Rates paid to locomotive firemen before and after the arbitration of 1913. and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

CHICAGO, TERRE HAUTE & SOUTHEASTERN RY. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 

day of 100 
miles or 10 
hours or less 
to firemen. 


Increase to firemen. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Percent. 


SINGLE-EX PANSION LOCOMOTIVES. 

Class A4, 0000> 




2 




82 
















82.60 






Class B3, OOOo> 


12 


12 


56 


56 












82. 25 


2.50 


80.25 


11.1 


Class B4, OOOOo> 


15 


25 


93 


99 




Freight 


3.00 


3.30 


.30 


in. n 


Class C2, OOoo> 


12 


10 


40 


41 






2.30 


2.50 


. 2il 8. 7 


Class C3, OOOoo> 


24 


24 


49 


49 






2.60 ? 


. 40 IS- 4 



















CINCINNATI, HAMILTON & DAYTON RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, OOO > 


52 


50 


49 


49 










Switching: 


82.40 
2.34 


82.50 
2.50 


80.10 
.16 


4 2 












6 8 


Class B3, OOOo> 


13 


13 


43 


43 




Freight: 

Less than 80,000 pounds on drivers . . . 


2.75 
2.75 


2.75 

2.85 


.00 
.10 




.0 


80,000 and less than 100,000 pounds 










3 6 


Class B4, OOOOo> 


55 


55 


82 


82 




Freight: 


3.00 
2.95 








400 class engines weighing over— 
140,000 pounds on drivers 
















80,000 to 100,000 pounds on drivers 
140,000 to 170,000 pounds on 










2.85 
3.10 
3.20 


















170,000 to 200,000 pounds on 
drivers 
















Class C2, Ooo> 


40 


28 


27 


28 








Passenger: 

Northern and Southern division 


2.40 
2.40 
2.40 
2.34 
2.10 
2.10 


2.45 
2.45 
2.45 
2.45 
2.45 
2.45 


.05 
.05 
.05 
.11 
.35 
.35 


2. 1 












2 1 


Wellston division 










2.1 


Springfield division 










4.7 


Delphos division 










16.7 












16 7 


Class C3, OOOoo> 


81 


81 


50 


50 






2.40 

2.95 

2.75 


2.60 


.20 


8.3 


Freight: 

Over 140,000 poimds on drivers 












Less than 140,000 poimds on drivers. . . 
















Less than 80,000 pounds on drivers . . . 
80,000 to 100,000 pounds on drivers.... 






1 


2. 75 
2. 85 
3.00 






100,000 to 140,000 pounds on drivers... 













Class F3, oOOOoo> 


5 1 5 


69 69 










2.40 


2. 60 


.20 


8 3 






: 





CINCINNATI, 


LEBANON & 


NORTHERN RY. 






SINGLE-EXPANSION BOCOMOTIVES. 

Class A3, OOO > 


3 


4 


62 


59 










Switching: 


82. .50 


82.60 
2.50 


•SO. 10 
.00 


4 












2. .50 


o 


Class B3, OOOo> 


2 


4 


65 


63 








2.58 


2.60 


.02 


s 


Class B4, OOOOo> 


7 


8 


52 


52 




Freight: 

Under 100,000 pound* on drivers 


2.85 

2.85 


3.00 
3.15 


.15 
.30 


5.3 












10.5 


Class C2, OOoo> 


1 1 


32 


31 










2. 58 


2. 58 


.00 


0.0 












296 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
per cent of increase in rates avmrded by the arbitration board according to class of 
engines — Continued . 

CINCINNATI NORTHERN R. R. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 
hours or less 
to firemen. 


Increase to firemen. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Percent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class B3, OOOo> 


7 


7 


39 


39 










Local freight: 

Between Lewisburg and Franklin 
and Hudson and Jackson 


82. 45 

2.60 
2.63 
2.20 


$2. 85 

3.00 


$0.40 
.40 


16.3 


Between Van Wert and Lewisburg 
and Van Wert and Hudson 










15.4 


Extra freight 






















2.50 


.30 


13.6 


Class B4, OOOOo> 


5 


10 


85 


84 




Through freight: 

Engines with 20-inch cylinders and 
over 


2.90 
2.63 


3.35 
3.20 


.45 
.57 


15.5 


All other engines 










21.7 


Class C2, OOoo> 


10 


8 


37 


27 






2.18 


2.45 


.27 


12.4 


Class C3, OOOoo> 


10 


10 


50 


50 




Local freight: 

Between Lewisburg and Franklin 
and Hudson aud Jackson 


2.45 

2.60 
2.63 


2.85 
3.00 


.40 
.40 


16.3 


Between Van Wert and Lewisburg 
and Van Wert and Hudson 










15.4 


Extra or through freight 





























CLEVELAND, CINCINNATI, CHICAGO & ST. LOUIS RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


1 


1 


31 


31 












$2. 25 


$2.50 


$0. 25 


11 1 


Class A3, 000> 


164 


182 


64 


66 




Switching: 


2.25 
2.25 


2.60 
2.50 


.35 
.25 


15.6 












11.1 


Class A5, 00000> 


2 


2 


70 


70 






2.25 


2.60 


.35 


15.6 


Class B3 OOOo> 


45 


31 


43 


43 




Freight 


2.70 
2.25 


2.85 


.15 


5.6 
























2.50 






Class B 4 OOOOo>. 


321 


320 


100 


98 








Freight: 

100,000 to 140,000 pounds on drivers . . 
140,000 to 170,000 pounds on drivers. . 


2.95 
2.95 
2.95 
2.95 


3.00 
3.10 
3.20 
3.30 


.05 
.15 
.25 
.35 


1.7 
5.1 


170,000 to 200,000 pounds on drivers. . 










8.5 


200,000 to 250,000 pounds on drivers . . 










11.9 


Class C2 OOoo> 


56| 


67 


32 


32 




Passenger: 


2.30 
2.30 


2.45 
2.50 


.15 

.20 


6.5 


80 000 to 100,000 pounds on drivers . . 










8.7 


Class C3 OOOoo> 


100 


115 


58 


56 






2.30 
2.70 
2.25 


2.60 
3.00 
2.50 


.30 
.30 
.25 


13.0 












11.1 












11.1 


Class E4 oOOOOo> 




42 




104 










3.30 








60 


60 


51 


51 










2.40 


2.60 


.20 


8.3 


Class F3 oOOOoo> 


45 


45 


73 


73 






2.40 


2.70 


.30 


12.5 















RAILROAD LABOR ARBITRATIONS. 



297 



Rates paid to locomotive firemen before and after the arbitration oj 1913, and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

DAYTON & UNION R. R. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 

day of 100 
miles or 10 
hours or less 
to firemen. 


Increase to firemen. 




1912 1914 


1912 1914 


1912 1914 


Amount. | Percent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class C2 OOoo> 


5 


5 


27 


27 












$1.75 


$2.45 


$0.70 


40 


Class C 3 OOOoo> 


1 


1 


54 


54 






2.50 


3.15 


.65 


26 















DELAWARE & HUDSON CO. 










SINGLE-EXPANSION LOCOMOTIVES. 

Cla^s \2 00> 


1 




31 
















$2.50 








Class -V3 ooo> 


41 


44 


75 


64 










2.50 


12. 50 


$0.00 





CI ass B3, OOOo> 


32 


27 


50 


50 






2.60 


3.00 


.40 


15 4 


Class B4 o66bo> 


265 


286 


86 


87 




Freight- 


2.85 
3.00 
3.00 


3.10 
3.20 
3.30 


.25 
.20 
.30 


8 8 












6 7 












10 


Class C2 OOoo> 


55 


51 


43 


43 






2.50 


2.50 


.00 





Class C3 OOOoo> 


38 


44 


67 


67 






2.50 


2.70 


.20 


8 


Class HI ooOo> 


1 


1 


16 


16 






2.50 


2.50 


.00 





FOUK-CYLINDER COMPOUND LOCOMOTIVES. 

Class A8 00000000>(Mallet) 


10 


13 


227 


229 








3.00 


3.00 


.00 


0.0 















DELAWARE, LACKAWANNA 


& WESTERN R 


R. 






SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


1 


2 


35 


40 












$2.40 


$2.50 


$0.10 


4.2 


Class A3 000> 


125 


133 


65 


65 






2.40 


2.50 


.10 


4.2 


Class A4 0000> 


9 


21 


103 


102 






2.60 


2.60 


.00 





Class B3 OOOo> 


138 


119 


61 


63 






2.65 
2.65 


2.85 
3.00 


.20 
.35 


7.5 












13.2 


Class B 4 OOOOo> 


260 


259 


82 


82 






2.90 
2.90 


3.10 
3.25 


.20 
.35 


6.9 












12.1 


Class C2 OOoo> 


112 


101 


46 


46 






2.40 


2.50 


.10 


4.2 


Class C3 OOOoo> 


65 


57 


67 


72 






2.50 


2.60 


.10 


4.0 


Class C4 OOOOoo> 


20 


20 


79 


79 






2.90 
2.90 


3.10 
3.25 


.20 
.35 


6.9 












12.1 


Class E4, oOOOOo> 




27 




118 










3.30 
3.45 






















Class F3 oOOOoc> 


2 


21 


86 


92 









2.50 


2.85 
3.20 
3.35 


.35 


14.0 


































1 




19 














2.45 














1 



298 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

DETROIT, TOLEDO & IRONTON R. R. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 
hours or less 
to firemen. 


Increase to firemen. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


1 


1 


26 


26 












$2.50 


$2.50 


SO. 00 


0.0 


Class A3, 000> 


3 


3 


50 


50 






2.50 


2.50 


.00 


.0 


Class B3, OOOo> 


20 


7 


51 


53 






2.50 
3.15 


2.50 
3.15 


.00 
.00 


.0 












.0 


Class B4, OOOOo> 


39 


35 


13£ 


82 






2.50 
3.15 

3.10 
3.20 


2.50 
3.15 

3.10 
3.20 


.00 
.00 

.00 
.00 


.0 












.0 


Freight: 

140,000 to 170,000 pounds on drivers . . 










.0 


170,000 tO 200,000 pounds on drivers . . 










.0 


Class C2, OOoo> 


8 

*"i3" 


9 
...... 


28 
"'56' 


28 
"54' 




Passenger 

Class C3, OOOoo> 


2.45. 


2.45 


.00 


.0 




2.50 
3.15 


2.50 
3.15 


.00 
.00 


.0 












.0 















DUNKIRK, ALLEGHENY VALLEY & PITTSBURGH R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class B3, OOOo> 


2 


2 


46 


49 










Passenger— 


$3.60 








100.000 to 140,000 pounds on drivers. . 










$2.60 
2.50 

3.00 
2.85 






80,000 to 100,000 pounds on drivers. . . 
















Freight— 

100 000 to 140,000 pounds on drivers . . 










2.55 
2.55 


$0.45 
.30 


17.6 


80 000 to 100,000 pounds on drivers. . . 










11.8 


Class C3, OOOoo> 


9 


9 


48 


48 




Passenger— 

100,000 to 140,000 pounds on drivers . . 




2.60 
2.50 






80,000 to 100,000 pounds on drivers 


























3.60 

2.55 
2.55 






Freight— 

100,000 to 140,000 pounds on drivers. . 










3.00 
2.85 


.45 
.30 


17.6 


80,000 to 100,000 pounds on drivers . . . 










11.8 















ERIE R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, OOO > 


150 


128 


64 


65 










Switching- 


$2. 50 , 
2.35 


$2.60 
2.50 


$0.10 
.15 


4.0 












6.4 


Class B 3 OOOo>.. 


19 


20 


47 


47 




Passenger- 


2.40 
2.30 
2.60 

2.35 
2.35 


2.60 
2.60 
3.00 

2.50 
2.60 


.20 
.30 

.40 

.15 
.25 


8.3 


Other 










13.0 












15.4 


Switching- 










6.4 












10.6 


Class B4, OOOOo> 


755 


618 


80 


80 




Passenger— 

80,000 to 100,000 pounds on drivers 




2.50 
2.60 
2.70 
2.85 

2.85 
3.00 
3.10 
3.20 

2.50 
2.60 






100,000 to 140,000 pounds on drivers 
















140,000 to 170,000 pounds on drivers. . 














170,000 to 200,000 pounds on drivers . . 
















Freight— 

80,000 to 100,000 pounds on drivers 










2.60 
2.60 
2.95 
2.95 

2.35 
2.50 


.25 
.40 
.15 
.25 

.15 
.10 


9.6 


100,000 to 140,000 pounds on drivers. . 










15.4 


140 000 to 170,000 pounds on drivers. . 










5.1 


170,000 to 200,000 pounds on drivers. . 










8.5 


Switching- 










6.4 


Over 150,000 pounds on drivers 










4.0 



RAILROAD LABOR ARBITRATIONS. 



299 



Rates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
'per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued. 



ERIE R. R.— Continued. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 
hours or less 
to firemen. 


Increase to firemen. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Percent. 


SINGLE-EXPANSION LOCOMOTIVES— COntd. 

Class B 5 OOOOOo> 


6 


6 


87 


87 






| 




12.50 


*2.60 


$0.10 


4.0 


Class C2 OOoo>... 


82 


74 


38 


38 






2.40 
2.30 


2.50 
2.50 

2.85 

2. .50 


.10 

.20 


4 2 












8.7 


Freight 












Switching- 














Over 140,000 pounds on drivers 

Class C3, OOOoo> 


"i98~ 


""i70' 


"59" 


"*59" 




2. 60 






2.40 
2.30 


















Passenger— 

80,000 to 100,000 pounds on drivers. . . 











2.50 
2. 60 

2.70 

2.85 
3.00 
3.10 

2.50 
2.60 


i 


100,000 to 140,000 pounds on drivers . . 
















140,000 to 170,000 pounds on drivers. . 
















Freight— 

80,000 to 100,000 pounds on drivers. . . 










2.60 
2.60 
2.60 

2.35 
2.35 


:S 

.50 

■s 

.2o 


9.6 


100,000 to 140, 000^ pounds on drivers. . 










15.4 


140,000 to 170,000 pounds on drivers . . 










19.2 


Switching— 

Less than 140,000 pounds on drivers.. 










6.4 


Over 140,000 pounds on drivers 










10.6 


Class E4,oOOOOo> 


35 


155 


118 


118 






3.25 


3.30 


.05 


1.5 


Glass Fl, oOoo> 


1 


1 


9 


9 






2.30 


2.45 


.15 


6.5 


Class F2, oOOoo> 






42 


42 




Suburban passenger 


2.40 
2.30 


2.60 
2.60 
3.00 


.20 
.30 


8.3 












13.0 


Freight 












Class F3, o(")OOoo> 


59 


81 


75 


82 








Passenger— 

140,000 to 170,000 pounds on drivers. . 


2.40 
2.40 


2.70 
2.85 

3.10 
3.20 


.30 
.45 


12.5 


170,000 to 200,000 pounds on drivers. . 










18.8 


Freighi — 

140,000 to 170,000 pounds on drivers. . 












170,000 to 200,000 pounds on drivers. . 
















Class H2, ooOOo> 


1 




33 










Switching 




2.35 








FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class C2, OOoo> 


1 


1 


39 


39 








Suburban passenger 


2.40 
2.30 


2.50 
2.50 

2.50 
2.60 


.10 
.20 


4 2 


All other passenger 










8.7 


Switching- 
Less than 140,000 pounds on drivers . . 












Over 140,000 pounds on drivers 




' 








Class C3, OOOoo> 


10 


10 


77 


...... 




... 




Suburban passenger 




2.40 
2.30 









All other passenger 
















Passenger— 

80,000 to 100,000 pounds on drivers. . . 










2. 50 
2.60 
2.70 

2.35 
3.00 
3.10 

2.50 

2.60 






100,000 to 140,000 pounds on drivers . . 
















140,000 to 170,000 pounds on drivers. . 
















Freight— 

80,000 to 100,000 pounds on drivers. . . 










2. 60 
2.60 

2.60 

2. 35 
2.35 


.25 
.40 
.50 

.15 
.25 


9.6 


100,000 to 140,000 pounds on drivers . . 










15.4 


140,000 to 170,000 pounds on drivers. . 










19.2 


Switching- 
Less than 140,000 pounds on drivers . . 










6.4 


Over 140,000 pounds on drivers 










10.6 


Class F2, oOOoo> 


3 


1 


57 


57 










2.40 
2.30 


2.60 
2.60 
3.00 


.20 
.30 


8.3 


All other passenger 










13.0 


Freight 












Class As, 00000000> Mallet.... 


3 


3 


205 


205 










2.70 


2.70 


.00 


.0 


Class B7, OOOOOOOo> ■... 


1 


1 


167 


167 




Pusher 




3.95 


4.00 


.05 


1.3 










I 





300 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued. 

GRAND RAPIDS & INDIANA RY. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 

day of 100 

miles or 10 

hours or less 

to firemen. 


Increase to firemen. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Percent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> : 


3 


8 


72 


72 










Switching 


$2.30 


$2.60 


$0.30 


13 


Class B3, OOOo> 


6 


6 


72 


72 




Through freight 


2.95 
2.75 


3.10 

3.25 


.15 
.50 


5 1 


Local freight 










18 2 


Class B4, OOOOt> 


46 


46 


62 


68 




Through freight 


2.75 
2.95 








Local freight 
















Through freight: 

100,000 to 140,000 pounds on drivers . . 










3.00 
3.10 
3.20 

3.15 
3.25 
3.35 

2.60 
2.50 






140, 000 to 170,000 pounds on drivers . . 
















170,000 to 200,000 pounds on drivers. . 
















Local freight: 

100,000 to 140,000 pounds on drivers. . 
















140,000 to 170,000 pounds on drivers . . 
















170,000 to 200,000 pounds on drivers. . 
















Switching: 

First-class yards 










2.30 
2.30 


.30 
.20 


13.0 


Second-class yards 








8.7 


Class C2, OOoo> 


11 


11 


30 


31 




Passenger 


2.40 


2.45 


.05 


2.1 


Class C3, OOOoo> 


26 


26 


56 


56 






2.40 
2.75 
2.95 


2.60 
3.15 
3.00 


.20 
.40 
.05 


8 3 


Local freight 










14.5 


Through freight 










1.7 















HOCKING VALLEY RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3. 000> 


34 


34 


60 


60 










Switching: 


$2.40 
2.40 


$2.60 
2.50 


$0.20 
.10 


8.3 












4.2 


Class B3, OOOo> 


1 




48 






Freight 






2.90 






Class B4, OOOOo> 


93 


92 


79 


79 








Switching: 


2.40 
2.40 

2.95 
2.90 


2.60 
2.50 


.20 
.10 


8.3 












4.2 


Freight: 




























100,000 to 140,000 pounds on drivers . . 










3.00 
3.30 






200,000 to 250,000 pounds on drivers . . 
















Class C2, OOoo> 


15 


12 


45 


45 










2.35 


2.50 


.15 


6 4 


Class C3, OOOoo>. 


3 


7 


71 


71 








2.35 


2.70 


.35 


14.9 


Class E4, oOOOOo> 




11 




122 










2.60 
3.30 






Freight 

































INDIANA HARBOR BELT R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


9 


24 


61 


84 






| 




$2.30 


$2.60 


$0.30 ; 


13.0 


Class B3, OOOo> 


5 


5 


35 


65 






2.65 


3.30 


.65 


24.5 















RAILROAD LABOR ARBITRATIONS. 



301 



Rates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
per cent of increase in rates awarded by the arbitration board according to class of m 
enqines — Continued. 

INDIANAPOLIS UNION RY. 



Class. 



Number. 



1912 



1914 



Average 

weight on 

drivers 

(tons). 



1912 



1914 



Rate per 
day of 100 
miies or 10 
hours orless 
to firemen. 



1912 1914 



Increase to firemen. 



Amount. Percent. 



SINGLE-EXPANSION LOCOMOTIVES. 



Class A3, 0()0>. 
Switching 



21 

" I 



70 



82.25 S2.S5 



26.7 



KANAWHA & MICHIGAN RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class \3. 000> 


8 


8 


62 


62 














82.40 


82.50 


SO. 10 


4.2 


Class B3, OOOo> 


11 


2 


45 


46 








2.76 


2.S5 


.09 


3 3 


Class B4, OOOOO 


36 


46 


75 


73 




Freight: 

100,000 to 140,000 pounds on drivers. . . 


2.76 
2.76 
2.95 


3.00 
3.10 
3.30 


.24 
.34 
.35 


8 7 


140,000 to 170,000 pounds on drivers. . . 








12 3 


170.000 to 200.000 pounds on drivers. . . 








11 9 


Class C2, OOoo> 


8 


10 


39 


43 






2.19 


2.50 


.31 


14.2 


Cla^s E4. oOOOOo> 


3 


5 


85 


83 






3.05 


3.50 


• 45 


14.8 











LAKE ERIE, ALLIANCE & WHEELING RY, 



SINGLE-EXPANSION LOCOMOTIVES. 

Class B4. OOOOO 1 19 


98 










Freight ! ' 




?2. 75 




° | 









LAKE SHORE & MICHIGAN SOUTHERN R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> ,. 


258 


235 


69 


72 










Switching, less than 140,000 pounds: 






82.30 
2.20 
2.10 

2.30 
2.20 
2.10 


$2.50 
2.50 
2.50 

2.60 

2.60 
2.60 


$0.20 
.30 
.40 

.30 
.40 
.50 


8 7 












13 6 












19 


(switching, over 140,000 pounds: 










13 












18 2 










23 8 


Class A4, OOOO > 




20 




120 










2.60 






Cla^s A5, OOOOO > 


8 


8 


135 


135 








Switching: 


2.30 
2.20 
2.10 


2.60 

2.60 
2.60 


.30 
.40 
.50 


13.0 












18 2 












23 8 


Class B4, QOOOo> 


421 


94 


93 




Through freight: 

140,000 to 170,000 pounds on drivers. . . 






2.95 


3.10 
3.30 

3.25 
3.45 

3.10 
3.30 

3.25 
3.45 


.15 
.35 

.25 
.45 

.15 

.35 

.55 
.75 


5 1 


200,000 to 250,000 pounds on drivers . . . 
Local freight— main line: 

140,000 to 170,000 pounds on drivers. . . 










2.95 

3.00 
3.00 

2.95 
2.95 

2.70 
2.70 


11.9 
8.3 


200,000 to 250,000 pounds on drivers. . . 










15 


Switch runs: 

140,000 to 170,000 pounds on drivers. . . 










5.1 


200,000 to 250,000 pounds on drivers. . . 










11.9 


Local freight— all other divisions: 

140,000 to 170,000 pounds on drivers. . . 










20.4 


200,000 to 250,000 pounds on drivers. . . 










27.8 


Cla-s C2, OOoo> 


14 


13 


35 


35 




Passenger: 


2.40 
2.40 


2.45 
2.50 


.05 
.10 


2.1 


80,000 to 100,000 pounds on drivers 










4.2 



302 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
. per cent of increase in rates awarded by the arbitration board according to class of 
engines — Con tinued . 

LAKE SHORE & MICHIGAN SOUTHERN R. R.— Continued. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 
hours or less 
to firemen. 


Increase to firemen. 




^912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Percent. 


SINGLE-EXPANSION LOCOMOTIVES— COntd. 

Class C3, OOOoo> 


99 


75 


48 


51 










Passenger: 

80,000 to 100,000 pounds on drivers 


<52.40 

2.40 

3.00 
3.00 

2.70 
2.70 

3.00 
3.00 

2.70 
2.70 


$2.50 
2.60 

3.00 
3.00 

2.85 
3.00 

3.00 
3.15 

3.00 
3.15 

2.85 

3.00 


$0.10 

.20 

.00 
.00 

.15 
.30 

.00 
.15 

.30 
.45 


4.2 


100,000 to 140,000 pounds on drivers. . . 










8.3 


Through freight— Main line, Franklin 
division and Grand Rapids Branch: 
80,000 to 100,000 pounds on drivers 










.0 


100,000 to 140,000 pounds on drivers. . . 










.0 


All other divisions: 

80,000 to 100,000 pounds on drivers . . . 










5.6 


100,000 to 140,000 pounds on drivers . . 










11. 1 


• Local freight — Main line, Franklin divi- 
sion and Grand Rapids Branch: 
80,000 to 100,000 pounds on drivers 










.0 


100,000 to 140,000 pounds on drivers. . . 










5.0 


All other divisions: 

80,000 to 100,000 pounds on drivers 










11.1 


100,000 to 140,000 pounds on drivers. . . 










16.7 


Switch runs: 

80,000 to 100,000 pounds on drivers 












100,000 to 1 40, CKW pounds on drivers. . . 
















Class E3, oOOOo> 


73 


77 


73 


75 








Passenger: 

100,000 to 140,000 pounds on drivers. . . 


2.40 
2.40 
2.40 


2.60 
2.70 
2.85 


.20 
.30 
.45 


8.3 


140,000 to 170,000 pounds on drivers. . . 










12.5 


170^000 to 200^000 pounds on drivers. . . 










18.8 


Class E4, oOOOOo> 




69 




116 




Through freight, 200,000 to 250,000 






3.30 
3.45 






Local freight, 200,000 to 250,000 pounds 
















Class F2, oOOoo> 


10 


10 


46 


47 










2.40 


2.50 


.10 


4.2 


Class F3, oOOOoo> 


105 


110 


85 


85 




Passenger: 

140,000 to 170,000 pounds on drivers. . . 


2.40 
2.40 


2.70 
2.85 


.30 

.45 


12.5 


170,000 to 200,000 pounds on drivers. . . 










18.8 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class OGO-0000> 




3 




233 










4.00 



















LAKE ERIE & WESTERN R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, OQO> 


21 


26 


58 


61 










Switching— 

140,000 pounds and over on drivers . . . 


$2.20 
2.20 


$2.60 
2. 50 


$0.40 
.30 


18.2 


Less than 140,000 pounds on drivers. . 










13,6 


Class B3, OOOo> 


40 


39 


46 


46 




Freight 


2.65 


2.85 


.20* 


7.5 


Class B4, OOOOo> 


45 


45 


87 


86 




Freight— 

140,000 to 170,000 pounds on drivers. . 
170,000 to 200,000 pounds on drivers. . 
200,000 to 250,000 pounds on drivers. . 


2.95 
2.95 
2.95 


3.10 
3.20 
3.30 


.15 
.25 
.35 


5.1 

8.5 
11.9 


Class C2, OOoo> 


27 


20 


40 


41 




Passenger— 

Less than 80,000 pounds on drivers. . . 


2.20 
2.20 


2.45 
2.50 


.25 
.30 


11.4 


80,000 to 100,000 pounds on drivers... 










13.6 


Class C3, OOOoo>. 


12 


14 


42 


45 




Passenger— 

80,000 to 100,000 pounds on drivers.. . 


2.20 
2.20 


2.50 
2.60 


.30 
.40 


13.5 


100,000 to 140,000 pounds on drivers. . 










18.2 















RAILROAD LABOR ARBITRATIONS. 



303 



Rates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued. 

LEHIGH VALLEY R. R. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 
hours orless 
to firemen. 


Increase to firemen. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount 


Percent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A2 00> 


1 


1 


48 


48 












$2.50 


82.50 


SO. 00 


0.0 


Class A.3 000> . 


59 


67 


47 


50 






2.50 


2.50 


.00 


.0 


Class A 4 0000> 


54 


69 


83 


83 








2.60 | 2.60 


.00 


.0 


Class B3, 00 Oo>.. 


19 


11 


58 


69 






2. 75 1 3. 00 
2.50 2.50 


.25 
.00 


9.1 








.0 


Class B4 OOOOo> . 


261 


269 


77 


79 




Freight 


2.95 3.20 
2.50 2.50 


.25 
.00 




8.5 






.0 


Class C2, OOoo> 


72 


56 


36 


36 






2. 45 2. 50 
2.75 2.85 
2.50 2.50 


.05 
.10 
.00 


2.0 








3.6 


Switching 1 






.0 


Class C3 OOOoo> 


298 


281 


64 


65 




Passenger 





2. 45 2. 70 
2.85 3.10 


.25 
.25 
.00 


10.2 


Freight 






8.8 








2. 50 2. 50 


.0 


Class ("4, OOOOoo> 


34 


13 


47 


. 52 






Freight 


2. 75 2. 85 
2.50 2.50 


.10 
.00 


3.6 


Switcning ' 






.0 


Class E3, o000o> 


1 


69 










2.45 








Class E4. oOOOOo> 


47 


114 


89 


104 








Freight— 

177,610 pounds on drivers 




2. 95 3. 20 


.25 


8.5 














3.30 




Class F2, oOOoo> 


39 


39 


47 


47 










2. 45 2. 50 


.05 


2.0 


Freight 












2.S5 
2.50 














Class F3, oOOOoo> 


17 


26 


77' 


78 








2. 45 2. 70 


.25 


10. 2 


Class ooOoo> 


1 


1 


13 


13 






2. 45 2. 50 


.05 


2.0 








1 







LONG ISLAND R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3. 000> 


28 


30 


54 


55 










Switching 


$2.50 


S2.50 
3.00 


SO. 00 


0.0 


Freight 












Class B4, OOOOo> 


16 


16 


61 


60 








Freight 


3.66 
2.75 


3.15 


.15 


5.0 


W or k 












Class C2, OOoo> 


92 


88 


54 


55 










2.50 
3.00 
2.75 


2.50 
3.00 
2.75 


.00 
.00 
.00 


.0 


Freight 









.0 


W ork 








.0 


Class C3, OOOoo> 


40 




43 


60 


61 




Passenger 


2.50 
3.00 
2.75 


2.60 
3.15 

2.85 


.10 
.15 
.10 


4.0 


Freight 








5.0 


Work 








3.6 


Class F2, oOOoo> 


4 


4 


47 


47 




Passenger 


2.50 
3.00 


2.50 


.00 


.0 


Freight 










1 











304 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
. engines — Continued. 

e MAINE CENTRAL R. R. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


1 Rate per 
day of 100 
miles or 10 
hours or less 
to firemen. 


Increase to firemen. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> - 


17 


17 


54 


54 










Switching- 


S2.20 


S2.50 
2.50 


SO. 30 

.35 


13 6 












2.15 


16.3 


Class B3, OOOo> 


48 


43 


53 


54 


j 1 








2.40 

2.65 

2.85 

2.90 
3.05 

2.20 
2.15 


2.60 

3.00 
3.00 

3.15 
3.15 

2.50 
2.50 


.20 

.35 
.15 

.25 
.10 

.30 
.35 


8.3 


Through freight- 










13.2 












5 3 


Local freight- 










8-9 
3.3 












Switching— 










13.6 












16.3 


Class B4, OOO Oo> 


16 


28 


85 


86 




Through freight— 

140,000 to 170,000 pounds on drivers . . 


2.80 
3.00 

3.05 

3.20 


3.10 
3.20 

3.25 
3.35 


.30 
.20 

.20 
.15 


10.7 


170,000 to 200,000 pounds on drivers . . 










6.7 


Local freight — 

140,000 to 170,000 pounds on drivers. . 










6.6 


170,000 to 200,000 pounds on drivers . . 










4.7 


Class C2, OOoo> 


62 


51 


34 


35 




Passenger— 


2.40 
2.40 

2.20 
2.15 

2.65 
2.85 

2.90 
3.05 


2.45 
2.50 

2.50 
2.50 

2.75 
2.85 

2.90 
3.05 


.05 
.10 

.30 
.35 

.10 
.00 

.00 
.00 


2.1 


80,000 to 100,000 pounds on drivers. . 










4.2 


Switching — 










13.6 












16.3 


Through freight- 
Less than 80,000 pounds on drivers . 










3.8 


80,000 to 100,000 pounds on drivers. . . 










.0 


Local freight- 
Less than 80,000 pounds on drivers. . . 










.0 


80,000 to 100,000 pounds on drivers. . . 










.0 


Class C3,OOOoo> 


58 


56 


64 


65 




Passenger- 
Less than 80,000 pounds on drivers . . . 


2.40 
2.40 
2.40 

2.65 
2.85 

2.90 
3.05 
3.05 


2.45 
2.50 
2.60 

2.75 
2.85 

2.90 
3.05 
3.15 
2.50 


.05 
.10 
.20 

.10 

.00 

.00 
.00 
.10 


2.1 


100,000 to 140,000 pounds on drivers . . 










4.2 


140,000 to 170,000 pounds on drivers 










8.3 


Through freight— » 
Less than 80,000 pounds on drivers . . . 










3.8 


80,000 to 100,000 pounds on drivers . . . 










.0 


Local freight- 
Less than 80,000 pounds on drivers . . . 










.0 


80,000 to 100,000 pounds on drivers. . . 










.0 


100,000 to 140,000 pounds on drivers. . . 










3.3 


Switching 












Class E3, oOOOo> 


1 


1 


42 


42 








Switching — 


2.20 
2.15 


2.50 
2.50 


.30 
.35 


13.6 












16.3 


Class E4, oOOOOo> 




3 




107 










3.30 
3.45 






















Class F3, oOOOoo> 


10 


16 


70 


71 








100,000 to 140,000 pounds on drivers... 


2.40 
2.40 


2.60 
2.70 


.20 
.30 


8.3 


170,000 to 200,000 pounds on drivers. . . 










12.5 


Class G2, ooOO>. . 


1 


1 


31 


31 




Switching- 
First-class yards 


2.20 
2.15 


2.50 
2.50 


.30 
.35 


13.6 


Second-class yards 










16.3 


4-CYLINDER COMPOUND LOCOMOTIVES. 

Class B3, OOOo>.. 


1 


1 


55 


55 




Through freight— 


2.65 
2.85 

2.90 
3.05 


3.00 
3.00 

3.15 
3.15 


.35 
.15 

.25 
.10 


13.2 


100 miles and less than 120 miles 










5.3 


Local freight— 

100 miles or less 










8.6 


100 miles and less than 120 miles 










3.3 


Class E6, oOOOOOOo>. 


4 


4 


131 


131 




Through freight 


2.80 
3.05 


3.00 
3.15 


.20 

.10 j 


■ 7.1 


Local freight 










3.3 











RAILROAD LABOR ARBITRATIONS. 



305 



Rates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

MICHIGAN CENTRAL R. R. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 
hours or less 
to firemen. 


Increase to firemen. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Percent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


10 




30 












Switching: 




$2.30 


















2.20 
2.10 

























Class A3, 000> 


159 


206 


65 


68 








Switching: 

First-class yards 


2.30 !$2.60 
2.20 1 2.50 
2. 10 2. 50 


$0.30 
.30 
.40 


13.0 
13.6 












19.0 


Class A5, OOOOO > 


3 


4 


137 


136 










2.20 


2.60 


.40 


18.2 


Class B3, OOOo> 


27 


27 


56 


56 




Through freight: 


2.65 
2.80 
2.95 
2.80 
2.80 
2.95 

3.05 
3.20 
3.35 
3.20 
3.20 
3.35 
























Cylinders 19 by 24 and over 
















80,000 to 100,000 pounds on drivers 










2.85 
3.00 
3.10 


.05 
.20 
.15 


1.8 


100,000 to 140,000 pounds on drivers. . . 










7.1 


140,000 to 170,000 pounds on drivers. . . 










5.1 


Local freight: 












Mackinaw division 
















Cylinders 19 by 24 and over 
















80,000 to 100,000 pounds on drivers 










3.20 
3.20 
3.35 


.00 
.00 
.00 


0.0 


100,000 to 140,000 pounds on drivers. . . 










0.0 


140,000 to 170,000 pounds on drivers. . . 










0.0 


Class B4, OOOOo> 


86 


101 


106 


106 




Through freight 


2.95 
3.35 


3.30 
3.45 


.35 
.10 


11.9 












3.0 


Class C2, OOoo> 


66 


46 


29 


29 






2.40 

2.65 
2.80 

3.20 


2.45 
2.75 


.05 
.10 


2.1 


Through freight: 

Under 19 by 24 inch cylinder 










3.8 


Local freight: 

Under 19 by 24 inch cylinder 










3.20 


.00 


0.0 












3.05 




Class C3, OOOoo> 


126 


125 


54 


54 








Passenger: 

80,000 to 100,000 pounds on drivers.... 


2.40 
2.40 

2.65 
2.80 
2.95 

3.05 
3.20 
3.35 
3.05 
3.20 
3.35 


2.50 
2.60 

2.85 


.10 
.20 

.20 


4.2 


100,000 to 140,000 pounds on drivers. . . 










8.3 


Through freight: 

Cylinders under 19 by 24 










7.5 














Cylinders 19 by 24 and over 










3.00 


.05 


1.7 


Local freight: 

Cylinders 19 by 24 and under 

Mackinaw division 












Cylinders over 19 by 24 
















80,000 to 100,000 pounds on drivers.... 










3.05 
3.20 
3.35 


.00 
.00 
.00 


0.0 


100,000 to 140,000 pounds on drivers. . . 










0.0 


140,000 to 170,000 pounds on drivers. . . 










0.0 


Class E4, oOOOOo> 




35 




122 




Through freight 






3.30 
3.45 






Local freight 














Class F2, oOOoo> 


28 


28 


48 


48 










2.40 


2.50 


.10 


4.2 


Class F3. oOOOoo> 


60 


78 


76 


77 




Passenger 


2.40 


2.70 


.30 


12.5 


CROSS-COMPOUND LOCOMOTIVES. 

Class B4, OOOOo> 


99 


99 


85 


85 




Local freight 


3.35 

2.95 
2.95 


3.35 

3.10 
3.20 


.00 

.15 
.25 


0.0 


Through freight: 

140,000 to 170,000 pounds on drivers . . 










5.1 


170,000 to 200,000 pounds on drivers . . 










8.5 















51393°— S. Doc. 493, 64-1- 



-20 



306 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued. 

MONONGAHELA RY. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 
hours or less 
to firemen. 


Increase to firemen. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class B4, OOOOo> 


21 


33 


83 


83 












$3.30 
2.81 


$3.30' 
2.81 


JO. 00 
.00 


















Class C2, OOoo> 


5 


5 


42 


42 






2.76 


2.76 


.00 


O 















NEW YORK CENTRAL & HUDSON RIVER R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, OO > 


3 




35 

















$2.35 








Class A3, 000 > 


376§ 


439 


72 


76 








Switching: 


2.50 
2.35 


¥2. 60 
2.50 


$0.10 
.15 


4 












6 4 


Class A5, 00000> 


5 


4 


134 


135 






2.50 


2.60 


.10 


4.0 


Class B3, OOOo> 


322 


300 


58 


58 




Freight: 

100,000 to 140,000 pounds on drivers . . 


2.70 
2.70 


3.00 
3.10 


.30 
.40 


11 1 


140,000 to 170,000 pounds on drivers . . 










14 8 


Class B4, OOOOo> 


561 


390 


94 


92 




Freight 


3.00 
2.35 


3.30 
2.50 


.30 

.15 


10.0 












6.4 


Class Cl, Ooo> 


4 


4 


12 


12 






2.40 


2.45 


.05 


2 1 


Class C2, OOoo> 


178 


165 


39 


39 






2.40 
2.70 


2.45 

2.85 


.05 
.15 


2.1 


Freight 










5.6 


Class C3, OOOoo> 


184 


186 


75 


75 








2.40 
3.00 


2.50 
3.10 


.10 

.10 


4 2 


Freight 










3 3 


Class C4, 6o6oo> 


43 


16 


84 


61 




Freight: 

G2, G3, G4, G5, and G6 engines 


3.00 
2.70 


3.00 
3.00 


.00 
.30 















11 1 


Class E3, oOOOo> 


8 




83 










2.85 








Class E4, oOOOOo> . 




263 




107 








Freight 






3.30 






Class F2, oOOoo> 


222 


222 


53 


53 








2.40 


2.50 


.10 


4.2 


Class F3, oOOOoo> 


332 


443 


83 


85 






2.40 
2,70 


2.60 
3.20 


.20 

.50 


8.3 


Freight 










18.5 


Class H2, ooOOo> 


8 


11 


30 


31 






2.40 


2.45 


.05 


2.1 


Class K3, oooOOOo> 


18 


18 


68 


68 






2.40 


2.60 


.20 


8.3 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class E6, oOOOOOOo> 


26 


30 


150 


150 




Freight 


3.20 


4.00 


.80 


25.0 


Class F2, oOOoo> ... 


2 


55 










2 40 








Class OOO0OO> 




1 




181 

















4.00 






TWO-CYLINDER COMPOUND OR CROSS- 

Class A3, 000> 


3 




177 










Switching: 




2.50 
2.35 
























Class B4 OOOOo> 


43 


43 


83 


88 








Freight .' 


3.00 


3.10 


.10 


3.3 















RAILROAD LABOK ARBITRATIONS. 



307 



Rates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

NEW YORK, CHICAGO & ST. LOUIS R. R. 



Class. 



Number. 



1912 1914 



Averse Rate per 
Ji]^h?«« dav of 100 

'hh™ n »ks or 10 Increase to fireme 

rtons? hours or less 
to firemen. 



1912 1914 



1912 1914 



Amount. Percent 



SINGLE-EXPANSION LOCOMOTIVES. 



49 



19 



54 



Class A3, 000> 

Switching: 

Less than 140,000 pounds on drivers 

140,000 pounds or more on drivers. . 

Class B3, 00 Oo> 

Freight: 

Less than 80,000 pounds on drivers. 

80,000 to 100,000 pounds on drivers.. 

100,000 to 140,000 pounds on drivers 

140,000 to 180,000 pounds on drivers 

Class B4. OOOOo> 

Freight: 

Less than 80,000 pounds on drivers. 

80,000 to 100,000 pounds on drivers. . 

100,000 to 140,000 pounds on dri yars . 

140,000 to 180,000 pounds on drivers . 

Class C2, OOoo> 

Passenger: 

Less than 80,000 pounds on drivers . 

80,000 to 100,000 pounds on drivers . . 

100,000 to 140,000 pounds on drivers. 

140,000 to 180,000 pounds on drivers. 

Class C3, 00 Ooo> I 105 

Passenger: 

Less than 80,000 pounds on drivers... 

80,000 to 100,000 pounds on drivers 

100,000 to 140,000 pounds on drivers 

140,000 to 180,000 pounds on drivers 

Freight: 

Less than 80,000 pounds on drivers 

80,000 to 100,000 pounds on drivers 

100,000 to 140,000 pounds on drivers. 

140,000 to 180,000 pounds on drivers . . . I 



55 



52 



43 



72 



21 



32 



107 



48 



54 



33 



$2.39 $2.50 
2. 39 2. 60 



2.66 
2.66 
2.66 
2.66 



2.66 
2.66 
2.66 
2.66 



2.35 
2.35 
2.35 
2.35 



2.35 
2.35 
2.35 
2.35 

2.66 
2.66 
2.66 
2.66 



2.75 
2.85 
3.00 
3.10 



2.75 
2.85 
3.00 
3.10 



2.45 
2.50 
2.60 
2.70 



2.45 
2.50 
2.60 
2.70 

2.75 

2.85 
3.00 
3.10 



$0.11 
.21 



3.4 

7.1 
12.8 
16.5 



3.4 
7.1 

12.8 
16.5 



4.3 
6.4 

10.6 
14.9 



4.3 

6.4 
10.6 
14.9 

3.4 
7.1 
12.8 
16.5 



NEW YORK, NEW 


HAVEN & 


HARTFORD R 


. R. 






SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


20 


16 


35 


35 












$2.45 


$2.45 


$0.00 





Class A3, 000> 


168 


199 


58 


61 




Switching: 

10-hour vards 


2.40 
2.00 


2 50 
2.00 


.10 
.00 


4.2 


8-hour yards 






0.0 


Class B3, OOOo> 


357 


349 


60 


60 




Freight: 

Over 1.50,000 pounds on drivers- 
Through 


2.80 
2.80 

2.60 
2.60 


3.00 
3.15 

3.00 
3.15 


.20 
.35 

.40 
.55 


7.1 


Local 










12.5 


Less than 150,000 pounds on drivers- 
Through 










1.5.4 


Local 








21.2 


Class B4,OOOOo> 


39 


35 


66 


69 




Through freight 


2.80 

2.80 


3.10 
3.25 


.30 
.45 


10 7 


Local 








16.1 


Class C2, Ooo> 


418 


390 


33 


34 




Passenger: 

Less than 80,000 pounds on drivers. . 


2.45 
2.45 


2.45 
2.50 


.00 
.05 


0.0 


80,000 to 100,000 pounds on drivers 








2.0 


Class C3, 0oOoo> 


104 


106 


51 


50 




Passenger: 

Less than 80,000 pounds on drivers . . . 


2.45 
2.45 

2.80 
2.60 

2. SO 
2.60 


2.45 
2.50 

3.15 
3.15 

3.00 
3.00 


.00 
.05 

.35 
.55 

.20 
.40 


0.0 


80,000 to 100,000 pounds on drivers.. . 










2.0 


Local freight,: 

Over 150,000 pounds on drivers 










12. 5 


Less than 150,000 pounds on drivers.. 










21.2 


Through freight: 

Over 1.50,000 pounds on drivers 

Less than 1.50,000 pounds on drivers. . 






:::::: 




7.1 
15.4 



308 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued. 

NEW YORK, NEW HAVEN & HARTFORD R. R.— Continued. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 
hours or less 
to firemen. 


Increase to firemen. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES— COntd. 

Class F2, oOOoo> 


12 


12 


53 


53 












$2.45 


$2.60 


$0.15 


6.1 


Class F3, oOOOoo> 


32 


88 


71 


75 




Passenger 


2.45 


2.70 


.25 


10.2 


Class G2, ooOO> 


7 


3 


34 


36 




Passenger 


2.45 


2.45 


.00 


0.0 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class C3, OOOoo> 


2 




60 






Passenger 




2.45 








TWO-CYLINDER COMPOUND OR CROSS- 
COMPOUND LOCOMOTIVES. 

Class A3, 000> 


17 


6 


68 


68 








Switching: 


2.40 
2.00 


2.50 
2:00 


.10 
.00 


4.2 












0.0 















NEW JERSEY & NEW YORK R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class B4, OOOOo> 


2 


2 


76 


66 










Freight 


$2.60 




$3.00 


$0.40 


15.4 


Class G3, OOOoo> 


12 


10 


58 


59 






2.40 


2.60 


.20 


8.3 


Class F2, oOOoo> 


3 


2 


39 



39 




Passenger 


2.40 


2.60 


.20 


8.3 













NEW YORK, SUSQUEHANNA & WESTERN R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 




3 




71 
















$2.50 






Class B3 OOOo> 


19 


20 


49 


55 










$2.50 
2.20 


3.66 

2.50 


$0. 50 . 
.30 


20.0 












13.6 


Class B4 OOOOo> 


30 


38 


65 


65 




Freight 


2.50 
2.20 


3.00 
2.50 


.50 
.30 


20.0 












13.6 


'Class C2, OOc o> . 


13 


14 


40 


39 






2.35 


2.50 


.15 


6.4 


Class C3 OOOoo> 


4 


10 


56 


57 






2.35 




2.50 


.15 


6.4 















PENNSYLVANIA R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 



Class A2, O O > 

Switching 

Class A3, 000> 

Switching: 

144,100 pounds on drivers 

Under 144,100 pounds on drivers. 

Class B3, OOOo> 

Freight: 

163,000 pounds or over on drivers. 

Under 163,000 pounds on drivers . 



107 113 



339 I 365 



210 204 



47 



6* 



51 



70 



$2.60 



$2. 60 



2.81 
2.60 



3.00 
2.85 



2.81 
2.60 



3.10 
3.00 



10.00 



.00 
.00 



.10 
.15 



RAILROAD LABOR ARBITRATIONS. 



309 



Rates paid to locomotive firemen before and after the arbitration of 1913, arid amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 



PENNSYLVANIA R. R.— Continued. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 
hours or less 
to firemen. 


Increase to firemen. 




1912 


1914 


1912 1914 


1912 


1914 


Amount. 


Percent. 


SINGLE-EXPANSION LOCOMOTIVES — COntd. 

Class B4, OOOOo> 

Freight: 


2,204 


2,383 


82 


88 










$2. 85 


$3.00 


SO. 15 


5.3 


140000 to 170000 pounds on drivers. . 








3.00 






170 000 to 200 000 pounds on drivers. . 








3.00 
3.00 


3.20 
3.30 


.20 
.30 


6.7 


200 000 to 250,000 pounds on drivers. . 






10.0 


Class C2 OOoo> 


362 


307 


45 


46 




Passenger: 


2.40 
2.40 


2.45 
2.50 


.05 
.10 


2.1 


80,000 to 100,000 pounds on drivers 






4.2 


Class C3 OOOoo>. 


10 


10 


70 


70 






2.50 


2.70 


.20 


8.0 


Class E3, oOOOo> 


1 


1 


83 


84 






2.50 


2.70 


.20 


8.0 


Class E4 oOOOOo> 




i 




iis 




Freight 






3.30 






Class F2, oOOoo> 


•247 


285 


59 


60 










2.50 


2.60 


.10 


4.0 


Class F3 oOOOoo> . . 


112 


137 


90 


91 






2.60 


2.85 


.25 


9.6 


Mallet, oOOOO-OOOOo> 


1 


1 


219 


219 




Freight 


3.00 


4.00 


1.00 


33.3 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class F2, oOOoo> 


3 


2 


54 




59 




Passenger 


2.50 


2.60' 


0.10 


4.0 


Class CC.s, OOOOoooo> ! 


1 




193 




Freight 




4.00 






















PENNSYLVANIA CO. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


6 


4 


35 


38 










Switching: 

First-class yards 


$2.60 
2.50 


$2. 60 

2. .SO 


$0.00 
.00 


0.0 


Second-class yards 










0.0 


Class A3, GOO> 


188 


195 


61 


65 




Switching: 

First-class yards 


2.60 
2.50 


2.60 
2.50 


.00 
.00 


0.0 


Second-class yards 










0.0 


Class A4, 0000> 


10 


8 


53 


53 




Switching: 

First-class yards 


2.60 

2.50 


2.60 
2.50 


.00 
.00 


0.0 


Second-class yards 










0.0 


Class B4, OOOOo> 


780 


937 


82 


87 




Local freight: 

Less than 1QO,000 pounds on drivers . 


3.00 


3.00 

3.00 
3.10 
3.20 
3.30 


.00 
.00 
.10 
.20 
.30 


0.0 


100,000 to 140,000 pounds on drivers . . 










3.00 
3.00 
3.00 
3.00 


0.0 


140,000 to 170.000 pounds on drivers. . 










3.3 


170,000 to 200,000 pounds on drivers. . 










6.7 


200,000 to 250,000 pounds on drivers . . 










10.0 


Class C2, OOoo> 


67 


58 


32 


32 




Passenger 


2.40 


2.45 


.05 


2.1 


Class C3, OOOoo> 


89 


86 


63 


64, 




Through freights: 

Less than 140.000 pounds on drivers. . 


3.00 
3.00 


3.00 
3.00 


.00 
.00 


0.0 


140,000 to 170,000 pounds on drivers. . 










0.0 


Class E3, oOOOo> 


1 


1 


84 


84 




Passenger 


2.60 


2.70 


.10 


3.8 


Class F2, o00 o> 


70 


70 


58 


5S 




Passenger 


2.50 


2.60 


.10 


4.0 


Class F3, oOOOoo> 


56 


73 


91 


94 




Passenger 


2.60 


2.85 


.25 


9.6 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class F2, oOOoo> 


2 


2 


57 


56 




Passenger 


2.50 


2.60 


.10 


4.0 















310 



RAILROAD LABOR ARBITRATIONS. 



Fates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 



PHILADELPHIA & READING RY. 



Class. 


Number. 


Average 

weisht on 

drivers 

(tons). 


Rate per 

day of 100 I 

miles or 10 

hours or less. 

to firemen. 


Increase to firemen. 




1912 


1914 


1912 


1914 


1912 1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES, 

Class A2, 00> 


77 


75 


46 


49 






• 




Switching: 

First-class yards 

Second-class yards 


12. 85 
2.65 


$2.85 
2.65 


SO. 00 

.00 


0.0 
0.0 


Class A3, 000> 


61 


63 


63 


71 




Switching: 

First-class yards 

Second-class yards 


2.85 
2.65 


2.85 
2.65 


.00 
.00 


0.0 
0.0 


Class A4, OOOO 


20 


15 


67 


76 




Switching: 


2.S5 


2.85 
2.65 


.00 
.00 


0.0 


Second-class yards 

Class B3, OOOo> 


4' 


"" "2" 


"*45* 


■"'45' 


2.65 


0.0 


Switching: 

First-class vards 


2.85 
2.65 

3.25 
2.70 


2.85 
2.65 


.00 
.00 


0.0 


Second-class yards 










0.0 


Freight: 

144,150 pounds and over on drivers. . . 












Less than 144,150 pounds on drivers. . 








Class B4, OOOOo> 


484 


507 


71 


77 








Switching: 

First-class yards 


2. 85 


2. 85 
2.65 


.00 
.00 


0.0 


Second-class yards 










2.65 
3.25 


0.0 


Freight: 
* J 44. 150 pounds and over on drivers. . . 












Less than 144,150 pounds on drivers. . 










2.70 








140,000 to 170,000 pounds on drivers- 
Through 












3.10 
3.25 






I ocal 
















Class C2, Ooo> 


135 


142 


41 


45 








Passenger: 

Lo^al train, first year 


3.75 








Express train- 
Second vear 










4.10 
4.20 








Succeeding years : 
















Standard rate 










2.50 






Class C3, OOOoo> 


148 


133 


53 


58 








Passenger: 


3. 75 








Express train, first year 


















Standard rate 










2.70 

2.85 
2.65 






Switching: 

First-class yards 










2.85 
2.65 

3.25 
2.70 


.00 
.00 


0.0 


Second-class yards 










0.0 


. Freight: 

144,150 pounds and over on drivers. . . 
Less than 144,150 pounds on drivers. . 












140,000 to 170,000 pounds on drivers- 
Through 










3.10 






Local 












3.25 






Class E4, oOOOOo> 




7 




125 








Freight 






3.30 






Class F2, oOOoo> 


50 


51 


.50 


54 








Passenger: 

Local train, first year 


3.75 








Express train — 

Second year -. 










4.10 
4.20 
























80,000 to 100,000 Dounds on drivers . . . 










2.50 
2.60 






100,000 to 140,000 pounds on drivers . . 
















Class H3, ooOOOo> 


10 


10 


60 


62 








Passenger: 


2.45 

2.60 
























100,000 to 140,000 pounds on drivers. . 










2.60 























RAILROAD LABOR ARBITRATIONS. 



311 



Rates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 



RUTLAND R. R. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 
hours cr less 
to firemen. 


Increase to firemen. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00>... 


! 


1 


32 


32 












$2.10 $2.50 
2.00 2.50 


SO. 40 
.50 


19.0 












25.0 


Class A3, 000>. 


5 


6 


58 


GO 






2. 10 2. 50 
2. 00 2. 50 
] 


.40 
.50 


19.0 












25.0 


Class B3, OOOo>.. 


18 


16 


49 


50 




Switching- 
Rutland 


1 
2. 10 ! 2. 50 
2. 00 2. 50 
2.80 2.80 

2.70 2.85 
2.90 3.00 


.40 
.50 
.00 

.15 
.10 


19.0 


All other vards 










25.0 


20 or 21 inch cylinders 










0.0 


Freight- 
Under 20-inch cvlinders. . . 










5.6 


Over 21-inch cylinders 










3.4 


Class B4, OOOOo> 


15 


21 


88 


90 




Freight- 


2.80 ! 3.00 
2.80 3.20 


.20 
.40 


7.1 












14.3 


Class C2, OOoo> 


18 


17 


32 


33 




Passenger- 
Less than 80,000 pounds on drivers . . . 


2. 35 2. 45 
2. 35 2. 50 


.10 
.15 


4.3 


80,000 to 100,000 pounds on drivers.... 










6.4 


Class C3, OOOoo> 


29 


35 


59 


63 








Freight— 

80,000 to 100,000 pounds on drivers.... 


2.70 
2.80 

2.40 
2.45 


2.85 
3.00" 

2.60 
2.70 


.15 
.20 

.20 
.25 


5.6 


100,000 to 140,000 pounds on drivers... 










7.1 


Passenger— 

100.000 to 140,000 pou ds on drivers. . 










8.3 












10.2 















TOLEDO & OHIO CENTRAL RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


28 


28 


57 


57 










Switching 


$2. 40 


$2.50 


$0.10 


4.2 


Class A4, 0000> 




3 




120 




Switching 






2.60 






Class B4, OOOOo>.. 


62 


60 


77 


78 








Freight— 

21-inch cvlinders or over 


2.95 
2.90 








20-inch cvlinders 
















Engines weighing 140,700, 141,660, and 
149,000 pounds on drivers 










3.10 
3.30 






Ei gines 233,500 pounds on drivers 
















Class C2, OOoo> 


18 


15 


38 


41 








Passenger— 

17-inch cvlinders 


2.25 
2.35 








18-inch cvlinders 














Engines 59,400 pounds on drivers 










2.45 
2.50 






Engines 82,000 ; 87,000, and 92,500 
pounds on drivers 
















(lass C3, OOOoo> 


23 


23 


46 


46 








Locals 71. 72, 88, and 89 


2.94 
2.85 
2.80 
2.70 
2.55 


3.09 
3.00 


.15 
.15 


5.1 


All other locals 










5.3 


Through freight 












Work, wreck, and circus train 










2.85 


.15 


5.6 


Mine runs 












Class F3, oOOOoo> 




4 





67 








Passenger 






2.60 























312 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

TOLEDO, PEORIA & WESTERN RY. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 
hours or less 
to firemen. 


Increase to firemen. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. Percent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class B4, OOOOo> 


14 


16 


69 


71 










Passenger 


$2.00 

2.55 
2.75 


$2.70 

3.10 
3.10 


SO. 70 

.55 
.35 


35.0 


Freight— 

20 by 24 inch cylinders 










21.6 


21 by 28 inch cylinders 










16.4 


Class C2, OOoo> 


7 


7 


.25 


25 




Passenger 


2.00 
2.55 


2,45 
3.00 


.45 1 22 5 


Freight 










.45 17.6 


Class C3, OOOoo> 


10 


54 


54 




Passenger 






2.00 
2.55 


2.60 
3.00 


.60 1 30.0 


Freight 










. 45 17. 6 

















TOLEDO, ST. LOUIS & WESTERN R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


10 


10 


61 


61 










Switching 


$2.20 


$2.50 


$0.30 


13.6 


Class B3, OOOo>.... 


9 


9 


50 


50 




Freight- 
Through 


2.60 
2.75 


2.75 
3.15 


.15 

.40 


5.8 












14.5 


Class B4, OOOOo> 


34 


39 


81 


81 




Freight 


2.875 


3.10 


.225 


7.8 


Class C2, O Ooo> 


8 


8 


31 


31 




Passenger 


2.225 


2.45 


.225 


10.1 


Class C3, OOOoo> 


31 


31 


51 


51 




Passenger 


2.225 

2.875 


2.50 
3.00 


.275 
.125 


12.4 


Freight 










4.4 


Class F2, oOOoo> 


2 


2 


44 


44 




Passenger 


2.225 


2.50 


.275 


12.4 















VANDALIA R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


1 


1 


40 


40 












$2.50 


$2.50 


$0.00 


0.0 


Class A3 000> 


32 


32 


70 


70 






2.50 


2.50 


.00 


.0 


Class B3 OOOo> . 


83 


83 


71 


71 




Freight 


2.85 
2.50 


3.10 
2.60 


.25 

.10 


8.8 












4.0 


Class B4 OOOOo>. . 


56 


56 


71 


71 




Freight 


3.00 


3.10 


.10 


3.3 


Class C2, OOoo> .. 


29 


25 


34 


35 






240 


245 


.05 


2.1 


Class C3 OOOoo> 


24 


24 


46 


46 






2.40 
2.85 


2.60 
2.85 


.20 

.00 


8.3 


Freight 










.0 


Class F2 oOOoo>. 


19 


19 


52 


52 




80,000 to 100,000 pounds on drivers 


2.50 
2.50 


2.50 
2.60 


.00 
.10 


.0 


100,000 to 140,000 pounds on drivers 










4.0 


Class F3 oOOOoo> 


8 


12 


93 


83 






2.60 


2.70 


.10 


3.8 















RAILROAD LABOR ARBITRATIONS. 



313 



Rates paid to locomotive firemen before and after the arbitration of 1913, and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

WEST SIDE BELT R. R. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 
hours or less 
to firemen. 


Increase to firemen. 




1912 1914 


1912 


1914 1912 


1914 


Amount. 


Percent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


1 


1 


37 


37 












$2.40 


$2.50 


$0.10 


4.2 


Class B4, 000O> 


2 


2 


80 


80 






2.40 
2.90 


2.60 
3.10 


.20 
.20 


8.3 


Freight ... 










6.9 


Class C2, OOoo> 


1 


1 


33 


33 






2.32 


2.45 


.13 


5.6 


Class C3, OOOoo> 


1 


1 


40 


40 






2.40 


2.50 


.10 


4.2 


FOUR-CYLINDER COMPOUND LOCOMOTIVES. 

Class OOO— 000 Mallet 


2 


2 


162 


162 






3.00 


4.00 


1.00 


33.3 















WABASH-PITTSBURGH TERMINAL RY. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A3, 000> 


1 




42 












Switching 




$2.40 








Class B4, OOOOo> 


12 


12 


100 


100 










2.40 

2.90 


$2.60 
3.30 


$0.20 
.40 


8 3 












13 8 


Class C2, OOoo> 


2 


2 




33 


33 




Passenger 


2.32 


2.45 


.13 


5.6 


Class C3, OOOoo> 


2 


2 


36 


36 






2.40 
2.70 


2.50 
2.75 


.10 
.05 


4.2 


Freight 










1.9 















WHEELING & LAKE ERIE R. R. 



SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00> 


5 


5 


43 


43 












$2.30 


$2.50 


$0.20 


8 7 


Class A3, 000> 


29 


29 


52 


52 




Switching: 


2.40 

2.40 


2.50 
2.60 


.10 
.20 


4 2 












8.3 


Class B3, OOOO 


7 


5 


43 


41 




Freight, between 80,000 and 100,000 


2.70 


2.85 


.15 


5.6 


Class B4, OOOOo> 


79 


99 


87 


93 




Freight: 


2.70 
2.90 


3.20 
3.30 


.50 
.40 


18.5 












13.8 


Class C2, OOoo> 


16 


16 


34 


35 




Passenger: 


2.32 
2.32 


2.45 
2.50 


.13 

.18 


5.6 


80,000 pounds to 100,000 pounds on 
drivers 










7.8 


Class C3, OOOoo> 


50 


48 


40 


39 




Freight: 

Less than 80,000 pounds on drivers 


2.70 
2.70 


2.75 
2.85 


.05 
.15 


1.9 


80,000 pounds to 100,000 pounds on 










5.6 


Class F2, oOOoo> 


6 


6 


50 


50 




Passenger, 100,000 to 140,000 pounds on 


2.32 


2.60 


.28 


12.1 















314 



RAILROAD LABOR ARBITRATIONS. 



Rales paid to locomotive firemen before and after the arbitration of 1913, and amount and 
per cent of increase in rates awarded by the arbitration board according to class of 
engines — Continued . 

ZANESVILLE & WESTERN EY. 



Class. 


Number. 


Average 

weight on 

drivers 

(tons). 


Rate per 
day of 100 
miles or 10 
hours or less 
to firemen. 


Increase to firemen. 




1912 


1914 


1912 


1914 


1912 


1914 


Amount. 


Per cent. 


SINGLE-EXPANSION- LOCOMOTIVES. 

Class B3, Oo> . 


4 


4 


43 


43 












$2.70 S3. 00 


30.30 
.15 
.30 


11.1 












2.70 
2.55 


2.85 
2.85 


5.6 












11.8 


Class B4, OOOOo> 


7 


9 


61 


63 






2.76 
2.76 


3.10 
3.25 


.34 

.49 


12.3 












17.8 


Class C2, OOoo> 


3 


6 


29 


29 






2.23 


2.45 


.22 


9.9 


Class C3, OOoo> 


4 


1 


39 


39 






2.70 
2.70 
2.55 


3.00 
2.85 
2.85 


.30 
.15 
.30 


11.1 












5.6 












11.8 















XVI. 

KAILROADS IN EASTERN TERRITORY AND ORDER OF RAIL- 
WAY CONDUCTORS, BROTHERHOOD OF RAILROAD TRAIN- 
MEN : 1913. 

(Submitted to arbitration by an agreement dated July 26, 1913. Award rendered 

November 10, 1913.) 

Adjustment of requests for higher rates of pay and improvements 
in working conditions, as has been pointed out, had been made by ar- 
bitration for locomotive engineers in eastern territory in November, 
1912, and for locomotive firemen in April, 1913. This cycle of wage 
adjustments, so far as employees engaged hi train movements was 
concerned, was completed by the arbitration hi the latter half of 1913 
of certain requests of conductors and trainmen in the territory east 
of the Mississippi and north of the Ohio and Potomac rivers. About 
20,000 conductors and 80,000 trainmen and 42 of the leading eastern 
railroads were involved in these proceedings. 

This arbitration was the first held under the auspices of the so- 
called Xewlands law which superseded the Erdman Act, and created 
the United States Board of Mediation and Conciliation. The arbitra- 
tion board selected to hear the case consisted of six members, divided 
into three groups of two each, representative of the railroads, the 
employees, and the public. The latter group was composed of the 
Seth Low, president of the . National Civic Federation and for- 
merly president of Columbia University, and Dr. John H. Finley, 
president of the University of the State of New York. The railroads 
were represented by W. W. Atterbury, vice president of the Pennsyl- 
vania Railroad, and A. H. Smith, vice president of the New York 
Central lines. L. E. Sheppard, vice president of the Order of Rail- 
road Conductors, and D. L. Cease, vice president of the Brotherhood 
of Railroad Trainmen, represented the employees. The hearings of 
the arbitration board were held in New York City during the period 
September 11 to October 10, 1913. The award of the board was 
handed down on November 10, 1913. 

SUMMARY OF THE BOARD'S DECISION. 

The award of the arbitration board, so far as the main issues and 
principles involved in the proceedings are concerned, may be briefly 
summarized as follows: 

1. Data or time were not available for a complete study of the ques- 
tion of the standardization of rates of pay and working conditions. 
No attempt was therefore made to standardize rates and conditions 
between the East and West, but the effort was made to standardize 
rates between the East and South, because of similarity in working 
conditions and because of the fact that rates of pay for other skilled 

315 



316 EAILEOAD LABOR ARBITRATIONS. 

workers were practically uniform in these sections. The recom- 
mendation was made that Congress should authorize some public body 
to make an independent inquiry as to whether there was any scientific 
ground for maintaining* a wage differential between the East and the 
West. 

2. As a result of its own inquiries the board came to the conclusion 
that the cost of living to workers in the East with an income ranging 
between $800 and $1,200 had advanced 7 per cent during the period 
1910-1912. They considered this the basic factor in making their 
award. They therefore granted a corresponding money increase to 
conductors and trainmen amounting according to their estimate to 
approximately $6,000,000. This amount, as a general rule, they en- 
deavored to distribute in advances in rates of pay, other factors, 
however, being taken into consideration, such as increased work or 
responsibilities, or the difference between eastern and southern terri- 
tory in the case of certain classes of service. 

3. Upon the basis of exhibits submitted by the employees, the 
board reached the conclusion that the element of hazard or risk for 
trainmen had tended to decrease instead of increase. No added com- 
pensation, therefore, in its opinion, could be given to offset this factor. 
They considered risks to have been reduced by the substitution of 
steel for wooden cars and by the installation of safety devices by the 
railroads. 

4. As a general proposition the board declared that conductors and 
trainmen, however, should receive a higher rate of compensation as 
compared with other skilled labor because of the greater element of 
hazard in their occupations. 

5. The board held further that there had been no additional respon- 
sibility imposed upon brakemen because of heavier and longer trains, 
but, on the other hand, the responsibilities of conductors had been 
increased. 

6. The increased productivity of the transportation industry, the 
board thought, had been due to added capital investments and to 
mechanical appliances and inventions and not to the working forces. 
They noted one exception, mine runs, to this general finding and gave 
substantial recognition in the form of higher rates to engineers and 
firemen in this class of service. 

7. The board held that there was no working relation between 
freight and passenger rates and rates of pay to employees. 

8. The percentage of increase in rates of pay granted in the pas- 
senger service was not large. Larger advances were allowed in freight 
service because of the longer hours of work. 

An action of the board, which was of general interest and which 
should be specially mentioned, consisted in the recommendation that 
Congress should authorize some public authority to make an inde- 
pendent inquiry for the following purposes: 

1. To ascertain whether there was any reason for maintaining a 
wage differential between the East and West. 

2. v To study existing wage scales, and to recommend "a scientific 
basis for the payment of railway employees who operate trains." 

The former Commission on Industrial Kelations had just been 
established, and the arbitration board suggested that it undertake 
this investigation. 



RAILROAD LABOR ARBITRATIONS. 317 

REVIEW OF ARGUMENT. 

Conductors and trainmen asked for western rates of pay on the 
following general grounds : 

1. Standardization. 

2. Cost of living. 

3. Because of increased risk, labor, and responsibility. 

4. Because of the increased productivity of the work of the train 
crews. 

5. Because profits of railroads had increased out of proportion to 
wages. 

The men submitted testimony to show that railroading is worth 
just as much in one section of the country as another, with the ex- 
ception of the so-called mountainous district of the West. The essen- 
tial conditions affecting the lives of the men in all three territories 
they claimed were the same. It was pointed out further that the 
operating rules for railways have been largely standardized by the 
American Railway Association, which embraces all railroads in the 
United States, and that the Car Builders' Association was stand- 
ardizing in the construction of cars. Figures from the Bureau of 
Labor Statistics were also submitted to show that wages in other 
trades were practically identical in all sections of the country. Evi- 
dence was also presented to prove that railroads traversing the same 
territory and operating under identical conditions, in one case, car- 
ried eastern rates of pay to conductors and trainmen and, in the 
other, western rates. 

The railroads made reply to the argument of the employees by the 
statement that there is no such thing as standardization of rates and 
rules because the relation between working rules and rates of pay can 
not be disassociated; that rules and rates differ in the same territory 
and between different territories. They acknowledged that rates 
were higher in the West and South than in the eastern territory, but 
conditions of employment and working conditions, they asserted, were 
easier in the East because of better equipment and roadway and 
working rules. Lighter and less dangerous work, the railroads also 
claimed, offset the comparatively lower earnings of the men in the 
East. 

The railroads argued further that receipts per ton and passenger 
mile were higher in the South and West than in the East, and, 
despite this fact, conductors and trainmen received a greater pro- 
portion of the receipts per train mile in the East than in the other 
two sections. This was due, they declared, to the short runs in the 
East (less than 155 and 100 miles per day), which were paid lor as a 
full day. 

Finally, the railroads declared that the justice of the higher wage 
scales in the South and West had not been established, and without 
a justification of these scales rates in the East should not be raised 
to their level. Southern and western schedules, they stated, were 
not entitled to consideration as standard scales. 

The finding of the board was that standardization of rates cff pay 
between eastern and western territory was then impossible, and that 
it was uncertain whether conductors and trainmen in the West 
wished this to be done. They also found that rates of pay in other 
organized trades were higher in the West than in the East. They 



318 KAILEOAD LABOE ABBITEATIONS. 

came to the final conclusion that rules and rates were already par- 
tially standardized between the East and South, and endeavored 
further to standardize them so that all rates would be uniform in the 
territory east of the Mississippi River. The board pointed out that 
rates in other occupations than railroading were largely the same in 
these two sections. 

In attempting to standardize rates as far as practicable between 
the East and South the following detailed awards were made: 

1. Rates asked for by conductors in passenger service in eastern 
territory, which were the same as those obtaining in the South, were 
allowed. 

2. In local freight service small advances were made, but they 
were the same rates as then paid in the South for conductors and 
brakemen. In through freight service the rates awarded also 
approximated those in the South. Increases granted were largest in 
freight service, because the board stated men have to work abnormal 
hours in the East, longer than in the other two territories. In yard 
service first-class yards in the East were placed upon the Chicago basis. 
In its opinion, the board also declares that rates should ultimately be 
standardized between all sections, but found itself without sufficient 
data or time to work this out, and recommended a congressional 
inquiry as to this question. The board stated further that there was 
no working relation, in its opinion, between freight and passenger 
rates and rates of pay in different sections. 

As to cost of living, the men submitted data showing the increased 
cost of food during the 10 years preceding the arbitration. The 
railroads, on the other hand, contended that the arbitration board 
should accept as a basing or starting point for its decision the wage 
adjustments with trainmen and conductors in 1910; that there had 
been no increase in cost of living since that date, and hence no 
increase in wages on that ground. The railroads, however, did not 
submit any testimony to establish this claim. 

The board in its award assumed that increases in cost of living 
had been adequately cared for prior to 1910 by the adjustments of 
1910 between the conductors and trainmen and the railroads. On 
its own examination, however, of Bulletin 132 of the United States 
Bureau of Labor Statistics, the board came to the conclusion that 
there had been a substantial increase in the cost of living during the 
period of 1910-1912 for men having incomes from $800 to $1,200 
per annum, amounting to at least 7 per cent. They considered this 
factor as basic, and aimed to award a corresponding wage increase 
to the employees, amounting in the aggregate, according to their 
estimate, to approximately $6,000,000. 

As to the general claim of increased risk, labor, and responsibility, 
the men argued that their labors and responsibilities had been 
increased by the lengthening of trains and use of larger equipment, 
and furthermore, that larger risks had to be taken and greater 
hazards incurred. 

The railroads answered by the argument that although length of 
trains had been increased, additional labor, risks, and responsibilities 
had been offset by the installation of labor saving and safety devices. 

In this connection, the findings of the board were: 

1. Risks and accidents to trainmen and conductors had declined 
instead of increased. 



EAILEOAD LABOR ARBITRATIONS. 319 

2. There had been no increased labor to trainmen since 1910 for 
handling larger trains because of the wader use of the air brake. 

3. Responsibilities of conductors had become greater because of 
heavier trains. Substantial recognition to this finding was given in 
some instances by larger increases in rates to conductors than to 
brakemen, baggagemen, and flagmen. 

As to increased productivity of train crews, the men claimed that 
their output had been greatly increased by lengthening of trains, or 
the increase in the number of cars handled by a train crew. 

Against this argument the railroads contended that any increased 
productivity of employees had been met by the wage adjustment of 
1910, and submitted, evidence for the purpose of proving that the 
enyployees received more per traffic unit than formerly. 

The finding of the board was that increased productivity was due 
to new capital investments and not to labor, except in the case of 
mine runs. An increase in rates was granted to cover the increased 
productive efficiency of conductors and trainmen in this branch of 
the service. 

In connection with profits and wages, the men claimed that profits 
of the railroads were increasing, while the railroads ignored this 
argument except to show that fixed charges had advanced. 

The board stated in its award that there was no relation between 
wages and profits, and that the argument of the men was without any 
significance in view of the fact that the railroads did not claim inability 
to pay increased wages. 

As to the comparison of the pay of conductors and trainmen and 
other skilled labor, the railroads claimed that the pay of conductors 
and trainmen was greater than other skilled labor, while the men 
replied that they deserved higher rates of pay because of greater 
responsibilities and hazards. In its findings, the board sustained the 
contention of the men. 

The railroads put forward the claim that wages of brakemen 
should be reduced because of full crew bills and similar legislation. 
The employees declared that such legislation had been passed in 20 
States, only 5 of which were in the East, and no discrimination had 
been made in rates of pay in the other States. The board held that 
it was not within its purview to pass upon legislation of the States. 

As to overtime payments of time and one-half, the board stated 
that hours of work were unreasonably long and should be reduced. 
It refused, however, to accept punitive measures to remedy this 
situation, because they believed a considerable amount of overtime 
was beyond the control of railroad managements. The hope was 
expressed that some other remedy for longer hours could be devised. 

The board earnestly called the attention of the country to the 
fact that any failure to modernize the railroads with safety devices 
and steel equipment resulted in greater hazard or death and injury to 

fassengers and employees, and decreased efficiency of operation, 
t considered any policy which fails to give sufficient rates to the 
railroads for this purpose a ''misfortune." 



320 



RAILROAD LABOR ARBITRATIONS. 



THE AWARD IN DETAIL. 

The detailed requests of the employees as compared with the find- 
ings of the board of arbitration are shown below. The requests of the 
employees were put forward in the form of articles designated by 
letters from A to Q, inclusive. In the comparison of the award of 
the arbitration board with these requests, the articles of the requests 
and the awards are shown in parallel columns. 



Requests of Employees and Award of Board Compared. 

Article A. 

REQUESTS OF CONDUCTORS AND AWARD OF THE BOARD OF ARBI- 



TRAINMEN. 



TRATION. 



Passenger service, steam and electric: Passenger service, steam and electric: 



Per mile, 

cents. 

Conductors 2. 90 

Baggagemen 1. 87 

Flagmen or rear brakemen 1. 80 

Brakemen 1. 74 



Per mile, 

cents. 

Conductors 2. 90 

Assistant conductors or ticket col- 
lectors 2. 30 

Baggagemen 1. 65 

Flagmen, rear brakemen, and 

brakemen 1. 60 



Minimum day of 155 miles. 



Minimum day of 155 miles. 
Article B. 



Passenger service, runs of less than 155 
miles — rates : 

... $4.50 

... 2.90 

... 2. 80 

... 2.70 



Conductors 

Baggagemen 

Flagmen or rear brakemen . 
Brakemen 



Passenger service, runs of less than 155 
miles — rates: 

Conductors $4. 50 

Assistant conductors or ticket col- 
lectors 3. 57 

Baggagemen 2. 75 

Flagmen and rear brakemen 2.60 

Brakemen. 2. 55 

Assistant conductors and ticket col- 
lectors not to be created. Rates awarded 
only applicable where these designations 
are already made in schedules. 

Rates of pay to flagmen and rear brake- 
men to apply to all employees performing 
these services regardless of whether they 
are known by these titles. 



Article C. 



Overtime on short turn-around runs, 
no single trip of which exceeds 80 miles, 
to be paid for all time actually on duty 
beyond 8 hours and within 10 consecu- 
tive hours, and also for all time in excess 
of 10 consecutive hours, computed from 
time required to report for duty, at the 
following rates per hour: 

Cents. 

Conductors 45. 

Assistant conductors and ticket col- 
lectors 

Baggagemen 29. 

Flagmen or rear brakemen 28. 

Brakemen 27.0 



Overtime allowed after 8 hours within 
12 consecutive hours, and after 12 hours 
time to be counted as continuous where 
release from actual duty does not exceed 
1 hour, at the following rates: 



Cents. 

Conductors 45. 

Assistant conductors and ticket col- 
lectors 35. 7 

Baggagemen 27. 5 

Flagmen or rear brakemen 26. 

Brakemen 25. 5 



RAILROAD LABOR ARBITRATIONS. 



321 



All other passenger trainmen shall be 
paid overtime on the speed basis of 25 
miles per hour. 

Regularly assigned passenger trainmen 
available for duty the entire month shall 
receive the following rates per month: 

Conductors $135. 00 

Baggagemen 87. 00 

Flagmen or rear brakemen 84. 00 

Brakemen , 81. 00 

When regular men lay off, extra men 
shall receive the same rates as the reg- 
ular men, the sum total equaling the 
above monthly guaranty. 



All other passenger trainmen shall be 
paid on a speed basis of 25 miles per hour. 

Regularly assigned passenger trainmen 
available for duty the entire month shall 
receive the following rates per month: 

Conductors $135. 00 

Baggagemen 82. 50 

Flagmen or rear brakemen 78. 00 

Brakemen 76. 50 

When regular men lay off, extra men 
shall receive the same rates as the regular 
men, the sum total equaling the above 
monthly guaranty. 



Article D. 



Reductions in crews or increases in 
mileage from assignments in passenger 
service in effect November 1, 1912, shall 
not be made for the purpose of offsetting 
benefits of award. 



This request allowed with reservation 
that railroads might change suburban and 
short run assignments and mileage, so as 
to avoid excessive overtime claims, pro- 
vided no changes in earnings of men, or no 
crews taken off and reduced. 



Article E. 



Increases requested to apply to all spe- 
cial or incidental rates not specified. 



For all special and incidental service 
in passenger and freight service not spe- 
cifically covered by this award a percent- 
age of increase is hereby granted as fol- 
lows: 

Per cent. 

Passenger conductors 8. 2 

Baggagemen 6. 4 

Passenger flagmen or rear brake- 
men 4. 9 

Passenger brakemen 6. 7 

Through freight conductors 10. 1 

Through freight flagmen 5.7 

Through freight brakemen 10.3 

Local freight conductors 13. 2 

Local freight llagmen 7. 1 

Local freight brakemen 11. 1 

It is not the intention of this article to 
reclassify any service within existing 
schedules except as reclassified by this 
award, nor to increase special allowances 
based on the standard mileage, hourly, or 
daily rates. 

The board finds itself unable from the 
evidence before it to make uniform rules 
for multiple unit electric service, but it is 
awarded that where standard rates now 
obtain the standard rates fixed by this 
award shall apply, and where special 
rates exist, that such special rates shall 
take the percentage of increase given by 
this article ; provided that in no case shall 
the rates so increased be carried above 
the standard rates fixed by this award. 

Where on any road lower rates than the 
standard or prevailing rates were estab- 
lished by the Clark-Morrissey award in 
1910, the same percentage of wage differ- 
entials will obtain under this award, but 



51393°— S. Doc. 493, 64-1 21 



322 



EAILEOAD LABOE ABBITEATIONS. 



all other conditions except rates will be 
superseded by this award. It is intended 
that in no case shall the rates so increased 
be carried above the standard rates fixed 
by this award. 

This board is uninformed as to the pre- 
cise range of effect of the Clark-Morrissey 
award. This board does not intend to 
open up any question as to standardiza- 
tion of rates not directly connected with 
the Clark-Morrissey award. Any dispute 
arising out of this exception may be sub- 
mitted to this board or a subcommittee 
thereof for final decision. Such sub- 
mission shall be in writing. A statement 
should be agreed upon, and if not agreed 
upon, then the differences should be re- 
cited in detail. 



Article F. 



Through and irregular freight service 
to be paid as follows, per mile: 



Cents. " 

Conductors 4. 18 

Flagmen 2.88 

Brakemen 2. 78 

Runs of 100 miles or less, either straight- 
away or turn around, to be paid for as 100 
miles. 



Through and irregular freight work, 
construction, snowplow ; circus, or wreck 
train service, to be paid as follows, per 
mile: 

Cents. 

Conductors 4. 00 

Flagmen 2. 67 

Brakemen 2. 67 

Runs of 100 miles or less, either straight- 
away or turn around, to be paid for as 100 
miles. 



Article G. 



Way, pick-up, or drop, mine and roust- 
about, to be paid as follows, per mile: 

Cents. 

Conductors 4. 84 

Flagmen 3.31 

Brakemen 3. 21 

One hundred miles or less to constitute 
a day. 



Work, construction, wreck, circus, and 
snowplow train crews to be paid as 
follows, per day: 

Conductors $4.50 

Flagmen 3. 10 

Brakemen 3. 00 



Cents. 
Conductors 4. 50 

Flagmen. 3. 00 

Brakemen 3. 00 

One hundred miles or less to constitute 
a day. 



Article H. 



Through and irregular freight service 
rates awarded as follows, per mile: 

Cents. 

Conductors 4. 00 

Flagmen 2. 67 

Brakemen 2.67 



Article I. 



In all classes ef service, other than pas- 
senger, 100 miles or 10 hours or less shall 
constitute a day's work. Overtime shall 
be paid for at the rate of 15 miles an hour. 



This request was allowed with the ex- 
ception that overtime should be paid for 
at a speed of 10 miles an hour. Railroads 
also authorized to run crews in a number 
of short runs, provided their mileage in 
the aggregate does not exceed 100 miles, 
or their time on duty does not exceed 10 
hours. 



BAILBOAD LABOK AEBITBATIONS. 323 

Article J. 

Milk, helper, and other classes of serv- This request was practically allowed 
ice to be given the same rate of increase and included in Article E, which makes 
as given in through freight service. provision for increases in incidental and 

mixed service corresponding to the rates 
of increase granted in specified services. 
(See Article E.) 

Article K. 

Regularly assigned men shall be guar- This request was granted, with the 
anteed 100 miles, or 10 hours for each provision also that crews receiving a 
calendar day in the month. guarantee may be used in other classes 

of service if there is nothing to do in their 

own class of service. 

Article L. 

Deadheading in freight or passenger Conditions shall be continued on the 

service to be paid for at rates of service various roads in accordance with existing 

in which conductors and trainmen are schedules, unless modified by mutual 

regularly engaged. Trainmen running agreement, 
with light engines or engine and caboose 
will be paid full through freight rate. 

Article M. 

Unassigned freight crews held away Conductors and trainmen in pool freight 
from home terminals longer than 12 hours and unassigned freight service to receive 
will be paid at the rate of 10 miles an continuous overtime at the rate of their 
hour at througji freight rates for the time last service after they have been held 
so held, to be computed up to one hour away from their home terminal 18 hours 
before the departure of the train on from time relieved from previous duty, 
which they resume duty. If held 14 hours after the first 28 hours, 

they will be paid continuous time for 
the next 10 hours, and similarly for each 
24 hours thereafter. When called for 
duty after this pay begins, they shall 
be paid continuous time. Railroads re- 
quired to designate home terminals for 
all crews. 

Article N. 

Time and one-half for crews handling This request was denied, 
double-headed trains of two engines re- 
quested. 

Article O. 

Chicago standard of rates requested for Eastern classification of yards to be 
yard service — 10-hour day, time and one- maintained. One cent an hour increase 
half for overtime. granted to yard employees, provided in- 

creased rates do not exceed Chicago yard 
rates. Time and one-hall for overtime 
denied. 

Article P. 

Rates higher or conditions beWer on Earnings of conductors and trainmen 
certain roads which are affected by the not to be reduced by the award. Em- 
requests of the men or award of the board ployees not to be allowed, however, to 
not to be reduced. advance their rates of pay by selecting 

old conditions and new rates, or vice 

versa. 



324 RAILROAD LABOR ARBITRATIONS. 

Article Q. 

Existing schedules or agreements shall This request was sanctioned by the 
not be changed except as they are herein board, 
specifically amended. 

A minority report was filed by L. E. Sheppard and D. L. Cease, 
officers of the Order of Railway Conductors and the Brotherhood 
of Railroad Trainmen, who represented these organizations on the 
arbitration board. The points of disagreement with the majority 
report which were put forward by these arbitrators were as follows : 

1. They considered that the request of the men for time and one- 
half, for overtime should have been granted, because, they declared, 
that the men deserved it. They claimed that the railroads could 
regulate overtime. 

2. Conductors and trainmen should have had a participation in the 
revenue gains from the development of increased train tonnage be- 
cause of their increased productivity. 

3. Failure of the board to consider conditions prior to adjustments 
of 1910 was unwarranted and limited the scope of its findings. 

4. Differentials established by the Clark-Morrissey award of 1910 
should have been changed because conditions have changed since 
this award. 

5. There should have been a greater degree of standardization. 

A dissenting opinion was also filed by W. W. Atterbury, vice presi- 
dent of the Pennsylvania Railroad, and A. H. Smith, vice president 
of the New York Central lines, who represented the railroads on the 
board of arbitration. They dissented from the award on the following 
general grounds: 

First. Because " standardization " is chimerical and uneconomic. 

Second. Such increased cost of living as has occurred is not suffi- 
cient to justify the increase granted. 

Third. Statistics proved that "risk" had decreased; proved that 

" hours of labor" had decreased; the weight of evidence was that 

■"labor" "had not increased; and they could not agree that it had 

been proven that anything so intangible as "responsibility" had 

been increased. 

Fourth. The conductors and trainmen were but one of the many 
factors in efficient railroad operation, and were no more responsible for 
increased productivity than any other class of railway labor. 

COMPARISON OF THE RESULT OF THE ARBITRATION BY INDIVIDUAL 

RAILROADS. 

In the series of statements which follow a comparison is made of the 
results of the arbitration on individual railroads which were parties 
to the proceedings. The general method adopted was to compare the 
official schedules of rates of pay and working conditions which were in 
force on each railroad before and after the award of the arbitration 
board. A comparative statement is shown for each road for which 
official schedules could be secured. 

No comprehensive generalization as to the results of these schedule 
comparisons can be made, for the evident reason that no standard 
method of wag s e payment prevailed. Each transportation company 
adapted the award to its own method of fixing the basis of compen- 
sation. In some instances payments are made on a trip basis, and in 



RAILROAD LABOR ARBITRATIONS. 



325 



others on a mileage basis. Almost all railroads have special methods 
of payment for special kinds of service or special runs. 

The detailed comparisons, by railroads, are given below. The 
railroads are arranged in alphabetical order. 



BALTIMORE & OHIO RAILROAD CO. 

On a standard mileage basis as well as on the basis of a minimum 
monthly guaranty, passenger conductors on this road as a result of 
the award of the arbitration board had their rates of pay advanced 
about 8 per cent. Baggagemen (not handling express) in ordinary 
service were allowed increase from 6.5 to 10 per cent, and passenger 
brakemen from 6.7 to 9.3 per cent. Conductors running on through 
freight, work, and wreck trains secured advances in compensation on 
a mileage basis of 10.1 per cent; brakemen, 6.2 per cent; flagmen, 
5.7 per cent. 

In local, pick-up, and mixed freight tram service, rates of pay to 
conductors were advanced 13.2 per cent; to brakemen, 11.1 per cent; 
and to flagmen, 7.1 per cent. Advances in rates of pay for these same 
classes of service computed on a run or mileage basis were somewhat 
less in the case of conductors and flagmen than those made on a day- 
payment basis. 

Amount and per cent of increase in rates of pay of conductors and trainmen, as a result of 
the atvard of the board of arbitration, effective Nov. 10, 1913. 







Conductors. 




Class of service. 


Rate. 


Increase. 




1912 


1913 


Amount. 


Per cent. 


Passenger: Standard (1913, 155 miles or over), per mile 


SO. 0268 

.42 
2.10 
4.20 

125.00 

.0363 

. 03975 

120.45 

4. 8279 

.0363 

.37 

.38 
.40 


SO. 029 

.45 
2.25 
4.50 

135.00 

.04 

.045 

120. 45 

5.32 

.04 

.38 

.38 
.40 


SO. 0022 

. .03 
.15 
.30 

10.00 

.0037 

.00525 

.00 

.4921 

.0037 

.01 

.00 
.00 


8.2 


Emergency: 1 

One hour or less 


7.1 


Over 1 hour and 5 hours or less 


7.1 


Over 5 hours or less than 10 


7.1 


Regularly assigned passenger trainmen, monthly guaranty, 
per month 


8.0 


Freight: 

Through freight, work and wreck train, per mile 


10.1 


Local, pick-up and mixed, per mile 

Landenburg Branch, per month 


13.2 
.0 


Circus train (single move), 2 minimum 


10.2 


Circus train (terminal), per mile 


10.1 


Yard: Average rate for groups 2, 3, and 4, day and night, per 
hour 


2.7 


Chicago yard: 

Da v, per hour 


.0 


Night , per hour 


.0 









Baggagemen (express 


). 


Class of service. 


Rate. 


Increase. 




1912 


1913 


Amount. 


Per cent. 


Passenger: Standard (1913, 155 miles or over), per mile 


$0. 0165 
79.00 


$0. 0175 
86.50 


$0,001 
7.50 


6.1 


Regularly assigned passenger trainmen, monthly guaranty, 
per month 


9.5 







1 Service in excess of 100 miles not considered emergency work. 

* Based on allowance of 133 miles at through freight rate, overtime after 12 hours. 



326 



EAILBOAD LABOB ABBITEATIONS. 



Amount and per cent of increase in rates of pay of conductors and trainmen, as a result of 
the award of the board of arbitration, effective Nov. 10, 1913 — Continued. 



Class of service. 



Rate. 



1912 



1913 



Increase. 



Amount. 



Per cent. 



Passenger: Standard (1913, 155 miles or over), per mile 

Emergency: 1 

One hour or less w 

Over 1 hour and 5 hours or less 

Over 5 hours or less than 10 

Regularly assigned passenger trainmen, monthly guaranty, 

per month 

Baltimore and Washington (minimum of 95 trips per month), 

per trip 

Pittsburgh and Cumberland, per month 

Pittsburgh and Wheeling, per month 



SO. 0155 

.24 
1.20 
2.65 

75.00 



86.00 
86.00 



SO. 016S 

.275 
1.375 
2.75 

82.50 

.78 
86.00 
86.00 



$0. 001 

.035 
.175 
.10 

7.50 

.00 
.00 
.00 



14.6 
14.6 

3.8 

10.0 

.0 
.0 
.0 



Class of service. 



Passenger: Standard (1913, 155 miles or over), per mile 

Emergency: 1 

One hour or less 

Over lhour and 5 hours or less 

Over 5 hours or less than 10 

Regularly assigned passenger trainmen, monthly guaranty, 

per month 

Baltimore and Washington (minimum of 95 trips per month), 

per trip 

Frederick and Washington Junction (all runs), per month 

Freight: 

Through freight, work and wreck train, per mile 

Local, pick-up and mixed, per mile 

Circus train (single move), 2 minimum 

Circus train (terminal), per mile 

Yard: Average rate for groups 2, 3, and 4, day and night, per 

hour , 

Chicago yard: 

Day, per hour , 

Night, per hour , 



Brakemen. 



Rate. 



1912 



SO. 015 

.24 
1.20 
2.55 

70.00 

.74 
78.75 

.0242 

.027 

3. 2186 

.0242 

.34 

.35 

-37 



1913 



SO. 016 

.255 
1.275 
2.55 

76.50 

. .74 
78.75 

.0267 

.03 

3. 5511 

.0267 

.35 

.35 
.37 



Increase. 



Amount. 



SO. 001 

.015 
.075 
.00 

6.50 

.00 
.00 

.0025 
.003 
.3325 
.0025 

.01 



Per cent. 



6.7 

6.3 

6.3 

.0 

9.3 

.0 
.0 

10.3 
11.1 
10.3 
10.3 

2.9 

.0 
.0 





Flagmen. 


Class of service. 


Rate. 


Increase. 




1912 


1913 


Amount. 


Per cent. 


Freight: . 


SO. 02525 

.028 

3. 35825 

. 02525 


$0. 0267 

.03 
3.5511 
.0267 


SO. 00145 
.002 
.19285 
.00145 


5.7 




7.1 




5.4 




5.7 







i Service in excess of 100 miles not considered emergency work. 

* Based on allowance of 133 miles at through freight rate, overtime after 12 hours. 



RAILROAD LABOR ARBITRATIONS. 
Rates of pay of conductors and trainmen. 



327 



Class of service. 



Conductors. 



1912 



1913 



Baggagemen (ex- 
press). 



1913 



Passenger: 

Standard (1913, 155 miles or over), per mile 

Runs of less than 155 miles, per day 

Emergency: ' 

One hour or less 

Over 1 hour and 5 hours or less 

Over 5 hours or less than 10 

Regularly assigned passenger trainmen, monthly guaranty, per 
month 



SO. 0268 



.42 

2.10 
4.20 

125. 00 



OVERTIME. 

Standard (20 miles equal 1 hour), per hour. 



SO. 029 
4.50 

.45 
2.25 
4.50 

135. 00 



45 



SO. 0165 



SO. 0175 
2.90 



79.00 



86.50 



Class of service. 



Baggagemen. 



1912 



1913 



Flagmen. 



1912 1913 



Brakemen. 



1912 1913 



Passenger: 

Standard (1913, 155 miles or over), per mile — 

Runs of less than 155 miles, per day 

Emergency: 1 

One hour or less 

Over 1 hour and 5 hours or less 

Over 5 hours or less than 10 

Regularly assigned passenger trainmen, monthly 

guaranty, per month 

Baltimore and AVashington (minimum of 95 trips 

per month), per trip 

Frederick and Washington Junction (all runs), 

per month + 

Pittsburgh and Cumberland, per month 

Pittsburgh and Wheeling, per month 



SO. 0155 



.24 
1.20 
2.65 

75.00 

.78 



SO. 165 
2.75 

.275 
1.375 
2.75 

82.50 

.78 



SO. 016 
2.60 

.26 
1.30 
2.60 

78.00 



OVERTIME. 



Standard (20 miles equal 1 hour), per hour. 



86.20 
86.00 



.25 



86.20 
86.00 



.275 




SO. 015 



.24 
1.20 
2.55 

70.00 

..74 

78.75 



SO. 016 
2.55 

.255 
1.275 
2.55 

76.50 

.74 
78.75 



25.5 



Class of service. 



Conductors. 



1912 1913 



Flagmen. 



1912 1913 



Brakemen. 



1912 1913 



Through freight, work, and -wreck train, 

per mile 

Local, pick-up, and mixed, per mile 

Landenberg Branch, per month 

Circus train 2 (single move), minimum 

Circus train, terminal, per mile 

OVERTIME. 

Through freight, per hour 

Local, pick-up, and mixed, per hour 

Yard service, per hour: 
Group 1— 

Day 

Night 

Group 2— 

Day 

Night 

Group 3 — 

Day 

Night 

Group 4— 

Day 

Night 



SO. 0363 
. 03975 
120. 45 
4. 8279 
.0363 



,363 
.3975 



SO. 04 

.045 

120.45 

5.32 

.04 



SO. 02525 
.028 



SO. 0267 



SO. 0242 
.027 



SO. 0267 
.03 



3. 35825 
.02525 



.2525 
.28 



3.5511 
.0267 



.267 
.30 



3. 21.86 
.0242 



,242 
.27 



3.5511 
.0267 



.267 
,30 



i Service in excess of 100 miles not considered emergency work. 

« Based on allowance of 133 miles at through freight rates, overtime after 12 hours. 



328 



RAILROAD LABOR ABBITRATIONS. 



BALTIMORE & OHIO SOUTHWESTERN RAILROAD CO. 

The advances secured by different classes of employees on the 
Baltimore & Ohio Southwestern Railroad were practically the same, 
as can be readily seen from the table below, as those which have 
already been discussed in connection with the- showing for the Balti- 
more & Ohio Railroad. 

Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 



Class of service. 



Conductors. 



Rate. 



1912 



1913 



Increase. 



Per cent. 



Passenger, standard, per mile 

Emergency: 

One hour or less 

Over 1 hour and 5 hours or less 

Over 5 hours or less than 10 hours 

Regularly assigned passenger trainmen (monthly guaranty), 

per month . 

Freight and miscellaneous: 

Through freight, work and wreck train, per mile 

Local, pick-up, and mixed, per day 

Circus, single run, per run 

Circus, straightaway run from terminal to terminal, per miie. 
Yard, average rate for groups 1, 2, and 3, day and night, per day. 



SO. 0268 

.42 
2.10 
4.20 

125.00 

.0363 

3.975 
2 4. 8279 
.0363 
3.70 



$0. 029 

.45 
2.25 
4.50 

135.00 

.04 
14.50 
2 5. 32 

.04 



SO. 0022 

.03 
.15 
.30 

10.00 

.0037 
.525 

.4921 
.0037 
.10 



7.1 
7.1 
7.1 

8.0 

10.2 
13.2 

10.2 
10.2 
2.7 





Baggagemen (express). 


Class of service. 


Rate. 


Increase." 




1912 


1913 


Amount. 


Percent. 


Passenger, standard, per mile 


$0.0165 
79.00 


$0. 0175 
86.50 


$0. 001 
7.50 


6.1 


Regularly assigned passenger trainmen (monthly guaranty), 


9.5 







Class of service. 



Passenger, standard, per mile j 

Emergency: 

One hour or less , 

Over 1 hour and 5 hours or less 

Over 5 hours or less than 10 hours , 

Regularly assigned passenger trainmen (monthly guaranty) 
per month 



Rate. 



1912 



SO. 0155 

.24 
1.20 
2.65 

75.00 



1913 



SO. 0165 

.275 
1.375 
2.75 

82.50 



Increase. 



Amount. Per cent 



SO. 001 

.035 
.175 
.10 

7.50 



6.5 

14.6 
14.6 
3.8 

10.0 



1 Mileage figures converted into daily figure sby application of rule that 100 miles- or less constitute a 
day's work. 

2 Minimum. 



RAILROAD LABOR ARBITRATIONS. 



329 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913 — Continued. 



Class of service. 



Brakemen. 



Eate. 



1912 



1913 



Increase. 



Amount. Per cent 



Passenger, standard, per mile 

Emergency: 

One hour or less 

Over 1 hour and 5 hours or less 

Over 5 hours or less than 10 hours 

Regularly assigned passenger trainmen (monthly guaranty), 

per month 

Freight and miscellaneous: 

Through freight, work and wreck train, per mile 

Local, pick-up. and mixed, per day 

Circus, single run. per run 

Circus, straightaway run from terminal to terminal, per mile 
Yard, average rate for groups 1, 2, and 3, day and night, per day. 



■SO. 015 

.24 
1.20 
2.65 

70.00 

.0242 
2.70 
13.2186 

.0242 
3.40 



50. 016 

.255 
1.27.5 
2.65 

76.50 

.0267 
3.00 
13.5511 

.0267 
3.50 



SO. 001 

.015 
.075 
.00 

6.50 

.0025 

.30 

.3325 

.0025 

.10 



6. a 

6. a 

.o- 

9.3 
10.3 

11.1 

10.3 
10.3 
2.9 





Flagmen. 


Class of service. 


Rate. 


Increase. 


• 


1912 


1913 


Amount. 1 Per cent. 


Freight and miscellaneous: 


SO. 02525 
2.80 
13.35S25 
.02525 


SO. 0267 

3.00 
13.5511 

3. 0267 


$0. 00145 
.20 
.19285 
.00145 


5.7 




7.1 




5.7 


Circus, straightaway run from terminal to terminal, per mile. 


5.7 



Rates of pay of conductors and trainmen. 



Class of service. 


Conductors. 


Baggagemen 
(express). 




1912 


1913 


1912 


1913 


Passenger: 

Standard (1913, 155 miles or over), per mile 


SO. 0268 


SO. 029 
4.50 

.45 
2.25 

4.50 

135. 00 

.04 
M.50 
15.32 

.04 

.45 
.40 


SO. 0165 


SO. 0175 


Runs of less than 155 miles, per dav 


2.90 


Emergency: 2 

One hour or less 


.42 
2.10 
4.20 

125.00 

.0363 
3.975 
i 4. 8279 
.0363 

.42 
.363 






Over 1 hour and 5 hours or less 












Regularly assigned passenger-train men, monthly guaranty, 


79.00 


86.50 


Freight and miscellaneous: 

Through freight, work, and wreck train, per mile 




Local, pick-up and mixed, 3 per day 






firms, sinplpi run, per rnn'. . 






Circus, straightaway run from terminal to terminal, per mile. 






OVERTIME. 

Passenger, standard, per hour ^ 






Freight, through freight, work, and wreck train service, per 
hour 













i Minimum. 

2 Service in excess of 100 miles not considered emergency work. 

3 Overtime pro rata. 

* Mileage figures converted into daily figures by application of rule that 100 miles or less constitute 
day's work. 



330 



EAILEOAD LABOE AEBITBATIO^S. 

Rates of pay of conductors and trainmen — Continued. 



Class of service. 



1912 



1913 



Flagmen. 



1912 1913 



Brakemen. 



1912 1913 



Standard (1913, 155 miles or over), per 
mile 

Runs of less than 155 miles, per day... 
Emergency: 1 

One hour or less 

Over 1 hour and 5 hours or less 

Over 5 hours or less than 10 hours 

Regularly assigned passenger-train men, 

monthly guaranty, per month 

Freight and miscellaneous: 

Through freight, work, and wreck 

train, per mile 

Local, pick-up and mixed, 2 per day 

Circus, single run, per run 

Circus, straightaway run from terminal 
to terminal, per mile 



$0. 0155 



.24 

1.20 
2.65 

75.00 



$0. 0165 
2.75 

.275 
1.375 
2.75 

82.50 



$0. 02525 

2.80 

3 3. 35825 

.02525 



$0. 016 
2.60 



1.30 
2.60 



78.00 



.0267 
3.00 
3.5511 

.0267 



$0,015 



.24 
1.20 
2.65 

70.00 



.0242 
2.70 
3. 2186 

.0242 



$0. 016 
2.55 

.255 
1.275 
2.55 

76.50 



.0267 
3.00 
3 3. 5511 



OVEETIME. 



Passenger, standard, per hour 

Freight, through freight, work, and wreck 
train service, per hour 



.25 



,275 



,2525 



.267 



24 

242 



,0267 



.255 
.267 



Yard service. 



Group 1. 



1912 



1913 



Group 2. 



1912 



1913 



Group 3. 



1912 



1913 



Day conductors, per day . . 
Night conductors, per day 
Day brakemen, per day . . . 
Night brakemen, per day . 



$3.70 
3.90 
3.40 
3.60 



$3.80 
4.00 
3.50 
3.70 



$3.60 
3.80 
3.30 
3.50 



$3.70 
3.90 
3.40 
3.60 



$3.50 
3.70 
3.20 
3.40 



$3.60 
3.80 
3.30 
3.50 



1 Service in excess of 100 miles not considered emergency work. 

2 Overtime pro rata. 

3 Minimum. 

Note.— Increases in 1913 over 1910 for service not specified are shown in article E of the award in terms 
of percentages. 

BESSEMEE & LAKE EEIE EAILEOAD CO. 



Rates paid conductors on through freight and regular trains on 
this road were not increased by the arbitration award, but in mine- 
run service, conductors were advanced 7.1 per cent; and in local 
and pick-up service, 2.3 per cent. 

Flagmen in mine-run service were advanced 9.5 per cent by the 
award; and brakemen, 14.5 per cent. Brakemen on local freight 
trains had their rates increased 11.1 per cent; and flagmen, 7.1 per 
cent. 



RAILROAD LABOR ARBITRATIONS. 



331 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 





Conductors. 


Flagmen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1912 


1914 


Amount. 


Per 
cent. 


1912 


1914 


Amount. 


Per 
cent. 


Excursion and nonrevenue, per 


84.60 
.04 
.04 
.042 
.044 


84.60 
1.04 
.04 
.045 
.045 


80.00 
.00 
.00 
.003 
.001 


0.0 

.0 

.0 

7.1 

2.3 


82.65 


82.65 


80.00 


0.0 


















.0274 
.028 


.03 

.03 


.0026 
.002 


9.5 




7.1 









Brakemen. 


Baggagemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1912 


1914 


Amount. 


Per 
cent. 


1912 


1914 


Amount. 


Per 
cent. 


Excursion and nonrevenue, per 


$2.55 
.026 
.026 
.0262 
.027 


$2.55 
i . 0267 

.0267 

.03 

.03 


$0.00 
.0007 
.0007 
.0038 
.003 


0.0 
2.7 
2.7 
14.5 
11.1 


$3.00 


$3.00 


80.00 


0.0 


Through freight, per mile 













































Foremen. 


Helpers. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1912 


1914 


Amount. 


Per 
cent. 


1912 


1914 


Amount. 


Per 
cent. 


Yard, average day and night, per 
hour '. 


80.38 


$0.39 


k 

80.01 


2.6 


$0.35 


80.36 


80.01 


2.9 







1 Includes work, construction, circus, and snowplow service. 
Rates of pay of conductors and trainmtn. 1 



Class of service. 


Conductors. 


Flagmen. 


Brakemen. 


Baggagemen. 


1912 


1914 


1912 


1914 


1912 


1914 


1912 


1914 




84.60 
4.60 
4.00 
4.00 
4.20 
4.40 


( 2 ) 

$4.60 

3 4.00 

4.00 

4.50 

4.50 

135. 00 


$2.65 
2.65 


( 2 ) 
82.65 


82. 55 
2.55 
2.60 
2.60 
2.62 
2.70 


« (2) 
82. 55 

3 2.67 

2.67 

3.00 

3.00 

76.50 






Excursion and nonrevenue, per day. . 
Through freight, cents per mile. ...... 


83.00 


83..00 










Mine, cents per mile 


2.74 
2.80 


3.00 
3.00 

78.00 






Local pick-up, cents per mile 






Regularly assigned passenger train- 
men, monthly guaranty 




82.50 








Yard rates. 


1912 


1914 




Cents. 
37 
34 
39 
36 


Cents. 
38 




35 


Night foremen 


40 




37 







Ten hours or less constitute a day; overtime paid pro rata on basis of actual minutes. 

i Trainmen regularly assigned to excursion service receive a monthly guaranty, per month, of 26 days. 

2 Rates and accompanying conditions in effect prior to award apply to Nos. 9, 10, 11, 14, and south-end 
passenger rims; rates and accompanying conditions of the award, fixing a rate of 2.9 cents for conductors, 
1.65 cents for flagmen, and 1.6 cents for brakemen, per mile, on runs of 155 miles or over, and a minimum 
day rate of 84.50 for conductors, 82.60 for flagmen, and 82.55 for brakemen. On all passenger runs apply 
the following pools or sets of runs: Nos. 1 and 2, 12 and 13, Conneaut Branch, Hilliards Branch, and M. C. 
L. & F. Branch. 

3 Includes work, construction, circus, and snowplow service. 

Note.— Increases in 1913 over 1910 for services not specified are shown in Article E of the award in terms 
of percentages. 



332 



EAILEOAD LABOE ARBITRATIONS. 



BOSTON & ALBANY RAILROAD CO. 

As a result of a decision of the board of arbitration, passenger 
conductors on this railroad had their rates of pay advanced approxi- 
mately 8 per cent; assistant conductors, to 7 per cent; baggagemen, 
from 6.5 to 10 per cent; flagmen, from 4.9 to 7.6 per cent; and brake- 
men, from 6.7 to 9.3 per cent. In the through and irregular freight 
service conductors on a mileage basis secured an increase in rates of 
compensation of 10.2 per cent, and in local and pick-up freight serv- 
ice conductors received an increase of 13.2 per cent. Conductors in 
charge of milk trains had their daily and monthly minimum guaran- 
tees advanced 7.1 per Cent on a standard mileage basis, on the basis 
of a minimum and monthly day 8.2 per cent. Brakemen on milk 
trains received advances in rates of pay of approximately 11 per cent, 
and flagmen of 7 per cent. 

Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 



Class of service. 



Passenger: 

Standard, per mile 

Minimum allowance, per day 

Monthly guaranty, regularly assigned passenger trainmen, 

per month 

In cases of emergency, regular men called for service, and in 
addition to their regular runs between trips will be paid 
following guaranty: 

One hour or less 

Over 1 hour and 5 hours or less 

Over 5 hours 

Freight: 

Through and irregular, 1 per mile 

Local, pick-up and drop, per day 

Milk: 

Rate per mile 

Daily, minimum 

Monthly minimum 

Yard, average rate for groups 1 and 2, day and night, per hour . . 



Conductors. 



Rate. 



1910 



SO. 0268 
4.20 



125. 00 



.42 
2.10 
4.20 

.0363 
3.975 

. .0268 
4.20 
109.20 
.37 



1913 



4.50 
135. 00 



.45 
2.25 
4.50 

2.04 
4.50 

.029 
4.50 
117. 00 

.38 



Increas 



Amount. 



$0. 0022 
.30 



10.00 



.0037 
.525 

.0022 
.30 
7.80 
.01 



Per cent. 



8.2 
7.1 



8.0 



7.1 
7.1 
7.1 



Class of service. 



Assistant conductors. 



Rate. 



1910 



1913 



Increase. 



Amount. Per cent. 



Passenger: 

Standard, per mile 

Minimum allowance, per day 

Monthly guaranty, regularly assigned passenger trainmen, 

per month 

In cases of emergency, regular men called for service, and in 
addition to their regular runs between trips will be paid 
following guaranty: 

One hour or less 

Over 1 hour and 5 hours or less 

Over 5 hours 



$0. 0215 
3.35 



100.00 



.33 

1.65 
3.35 



SO. 023 
3.57 



106. 60 



.357 
1.785 
3.57 



0015 
22 



6.60 



.027 
.135 
,22 



7.0 
§.6 

6.6 



8.2 
8.2 
6.6 



Runs of 100 miles or less not considered emergency. 

Includes work, construction, snowplow, circus, and wreck train service. 



RAILROAD LABOR ARBITRATIONS. 



333 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913 —Continued. 



Class of service. 



Passenger: 

Standard , per mile 

Minimum allowance, per day 

Monthly guaranty, regularly assigned passenger trainmen, 

per month : 

In cases of emergency, regular men called for service, and in 
addition to their regular runs between trips will be paid 
following guaranty: 

One hour or less 

Over 1 hour and 5 hours or less 

Over 5 hours 



Baggagemen. 



Rate. 



1910 



1913 



SO. 0155 
2.75 



75.00 



.27 
1.35 
2.75 



SO. 0165 
2.75 



82.50 



.275 
1.375 
2.75 



Increase. 



Amount. 



SO. 001 
.00 



7.50 



005 
025 
00 



Per cent. 



6.5 
0.0 



10.0 



1.9 
1.9 
0.0 



Class of service. 



Passenger: 

Standard, per mile 

Monthly guaranty, regularly assigned passenger trainmen, 

per month • 

Freight: 

Through and irregular, 1 per mile 

Local, pick-up and drop, per day 

Milk: 

Rate per mile 

Daily minimum 

Monthly minimum 



Rear trainmen (flagmen). 



Rate. 



1910 1913 



SO. 01525 

72.50 

. 02525 
2.80 

.018 
2.85 
74.10 



SO. 016 

78.00 

2 . 0267 
3.00 

.0193 
3.05 
79.30 



Increase. 



Amount. Per cent 



80. 00075 

5.50 

. 00145 
.20 

. . 0013 

.20 

5.20 



5.7 
7.1 

7.2 
7.0 
7.0 



Class of service. 



Brakemen. 



Rate. 



1910 



1913 



Increase 



Amount. 



Per cent 



Passenger: 

Standard, per mile 

Minimum allowance, per day 

Monthly guaranty, regularly assigned passenger trainmen, 

per month 

In cases of emergency, regular men called for service, and in 
addition to their regular runs between trips will be paid 
following guaranty: 

One hour or less 

Over 1 hour and 5 hours or less 

Over 5 hours 

Freight: 

Through and irregular, 1 per mile 

Local, pick-up and drop, per day 

Milk: 

Rate per mile 

Daily minimum 

Monthly minimum 

Yard, average rate for groups 1 and 2, day and night, per hour. 



SO. 015 
2.55 



70.00 



.25 
1.25 
2.55 

.0242 
2.70 

.017 
2.75 

71.50 
.34 



50. 016 
2.55 



76.50 



.25 
1.25 
2.575 

2 . 0267 
3.00 



3.05 

79.30 

.35 



SO. 001 
.00 



50 



.00 
.00 
.025 

.0025 
.30 

.0019 
.30 
7.80 
.01 



6, 7 
0.0 



U 



0.0 
0.0 
1.0 

10.3 
11.1 

11.2 

10.9 
10.9 
2.9 



1 Runs of 100 miles or less, either straightaway or turn around, to be paid for as 100 miles. 
* Includes work, construction, snowplow, circus, and wreck train service. 



334 



EAILKOAD LABOR ARBITRATIONS. 

Rates of pay of conductors and trainmen. 



Passenger service. 


Standard rate per 
mile. 


Minimum allow- 
ance per day. 


Regularly assigned 
passenger ' train- 
men, monthly 
guaranty. 


Overtime per 
hour. 




1910 


,1913 


1910 


1913 


1910 


1913 


1910 


1913 




Cents. 
2.68 
2.15 
1.55 

1.525 
1.50 


■ Cents. 
2.9 
2.3 
1.65 

1.6 
1.6 


$4.20 
3.35 
2.75 


$4.50 
3.57 
2.75 

2.60 
2.55 


$125. 00 
100.00 
75.00 

72.50 
70.00 


$135. 00 

106. 60 

82.50 

78.00 
76.50 


Cents. 
42 
33 
25 

24 
24 


Cents. 
45 


Assistant conductors . 


35.7 
27.5 


Rear trainmen (flag- 


26 




2.55 


25.5 







In cases of emergency regular men called for service and in addition to their regular runs between trips 
paid following guaranty: 



Passenger service. 


Conductors. 


Assistant con- 
ductors. 


Baggagemen. 


Flagmen. 


Brakemen. 




1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


One hour or less 

Over 1 hour and 5 

hours or less 

Over 5 hours 


$0.42 

2.10 
4.20 


$0.45 

2.25 
4.50 


$0.33 

1.65 
3.35 


$0,357 

1.785 
3.57 


$0.27 

1.35 
2.75 


$0,275 

1.375 
2.75 




$0.26 

1.30 
2.60 


$0.25 

1.25 
2.55 


$0.25 

1.255 
2.575 



Freight service. 






Through and irreg- 
ular (per mile). 


Local freight— pick- 
up and drop serv- 
ice (per day). 


' 


19101 


191313 


1910 2 


1913 2 




Cents. 
3.63 
2.525 
2.42 


Cents. 
4.00 
2.67 
2.67 


$3,975 
2.80 
2.70 


$4.50 




3.00 




3.00 






Milk service. 


Rate per mile. 


Daily minimum. 


Monthly minimum. 


1910 


1913 


1910 


1913 


1910 


1913 




Cents. 
2.68 
1.80 
1.70 


Cents. 
2.90 
1.93 
1.89 


$4.20 
2.85 
2.75 


$4.50 
3.05 
3.05 


$109.20 
74.10 
71.50 


$117. 00 




79.30 




79.30 







Yard service. 



Group 1. 



1910 1913 



Group 2. 



1910 1913 



Day conductors . . 
Day brakemen... 
Night conductors . 
Night brakemen. 



Cents. 
37 
34 
39 
36 



Cents. 
38 
35 
40 
37 



Cents. 
35 
32 
37 
34 



Cents. 



i Runs of 100 miles or less, either straightaway or turn-around, paid for as 100 miles. 
* Mileage in excess of 100 miles in any day paid for in addition pro rata 
3 Includes work, construction, snowplow, circus, and wreck train service. 

In all yards 10 hours or less constitutes a day's work; overtime computed for each employee on the basis 
of actual overtime worked or held for duty pro rata. 



KAILKOAD LABOR ARBITRATIONS. 



335 



BOSTON & MAINE RAILROAD CO. 

Passenger conductors working on the basis of a standard day of 
155 miles were advanced 8.2 per cent as a result of the findings of 
the board of arbitration, while those working on assigned runs on a 
monthly guarantee received an increase in rates of pay of $11 per 
month or 9.6 per cent. Through and irregular freight conductors had 
their rates of pay increased 10.2 per cent; and local or way freight 
conductors, 13.2 per Cent. 

Baggagemen on regularly assigned runs were allowed an increase of 
11.6 per cent, or $8 per month, while those working on a mileage 
basis received an increase of 6.5 per cent. Passenger brakemen on 
regularly assigned runs had their monthly guarantee increased $6.90, 
or 10.7 per cent, and their mileage rate increased 6.7 per cent. Brake- 
men on through freight trains were advanced 10.3 per cent, and on 
local or way freight, 11.1 per cent. Flagmen in through freight and 
way freight service had their rates of pay increased 5.7 to 7.1 per cent, 
respectively. 

Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 



Class of service. 



Conductors. 



Rate. 



Increase. 



1912 



Per cent. 



Passenger: 

Standard, per mile 

Standard, per day I 

Regularly assigned passenger trainmen, monthly guaranty, 

28 days 

Freight: 

Through and irregular, per mile 

Way ( / 5 miles or less), per mile 

Yard, average rate for groups 1, 2, and 3, day and night, per hour. 
Emergency: 

One hour or less 

Over 1 hour, and 5 hours or less 

Over 5 hours 



SO. 0268 
4.20 

115.00 

.0363 
. 03975 
.37 

.42 
2.10 
4.20 



SO. 029 
4.50 

126. 00 

.04 
.045 

.38 

.45 
2.25 
4.50 



SO. 0022 



11.00 

.0037 
. 00525 
.01 



.03 
.15 

.30 



8.2 
7.1 



10.2 
13.2 
2.7 

7.1 
7.1 

7.1 



Class of service. 



Passenger: 

Standard, per mile 

Standard, per day 

Regularlv assigned passenger trainmen, monthly guaranty, 

28 days 

Emergency: 

One hour or less 

Over 1 hour, and 5 hours or less 

Over 5 hours 



Assistant conductors. 



Rate. 



Increase. 



1912 1913 Amount. Percent. 



SO. 021; 
3.35 

92.00 

.33 
1.65 
3.35 



SO. 023 
3.57 

100.00 

.357 
1. 785 
3.57 



SO. 0015 
.22 



8.00 



,027 
.135 
.22 



7.0 
6.6 



8.2 
8.2 



336 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of conductors and trainmen as a resvlt of 
the award of the board of arbitration, effective Nov. 10, 1913 — Continued. 





Baggagemen. 


Class of service. 


Rate. 


Increase. 




1912 


1913 


Amount. 


Per cent. 


Passenger: 


$0. 0155 
2.75 

69.00 

.27 
1.35 
2.75 


$0. 0165 
2.75 

77.00 

.275 
1.375 
2.75 


*0. 001 
.00 

8.00 

.005 
.025 
.00 


6 5 




0.0 


Regularly assigned passenger trainmen, monthly guaranty, 
28 days 


11.6 


Emergency: 


1 9 




1 9 




0.0 









Flagmen or rear brakemen. 


Class of service. 


Rate. 


Increase. 




1912 


1913 


Amount. 


Per cent. 


Freight: 


$0. 02525 
.028 


$0.0267 
.03 


$0. 00145 
.002 


5 7 




7.1 







Class of service. 



Brakemen. 



Rate. 



1912 1913 



Increase. 



Amount. Per cent 



Passenger: 

Standard, per mile 

Standard, per day 

Regularly assigned passenger trainmen, monthly guaranty, 

28 days 

Freight: 

Through and irregular, per mile 

Way (75 miles or less), per mile 

Yard, average rate for groups 1, 2, and 3, day and night, per hour. 
Emergency: 

One hour or less 

Over 1 hour, and 5 hours or less 

Over 5 hours 



$0. 015 
2.55 

64.50 

.0242 

.027 

.34 

.25 
1.26 
2.55 



$0. 016 
2.55 

71.40 

.0267 
.03 

.35 

.255 
1.275 
2.55 



$0. 001 
.00 



.0025 

.003 

.01 



,005 
.025 

.00 



0.0 

10.7 

10.3 
11.1 

2.9 

2.0 
2.0 
0.0 



Rates of pay of conductors and trainmen. 









Rate per day. 










Minimum 
monthly (28 


Passenger service. 


mile. 


1912 


1913 


day. 


per hour. 


days) rates 
(exclusive of 
overtime). 




1912 


1913 


Mile- 
age. 


Rate. 


Mile- 
age. 


Rate. 


1912 


1913 


1912 


1913 


1912 


1913 




$0. 0268 
.0215 
.0155 


$0,029 
.023 
.0165 

.016 
.016 


157 
157 
177 


$4.20 
3.35 
2.75 


155 
155 

166 

162 
159 


$4.50 
3.57 
2.75 

2.60 
2.55 


10 
10 
10 

10 
10 


10 
10 
10 

10 
10 


$0.42 
.33 
,27 

.25 
.25 


$0.45 
.357 
.275 

.26 
.255 


$115. 00 
92.00 
69 00 

"64." 50 


$126. 00 


Assistant conductors . . . 


100. 00 
77.00 


Flagmen or rear brake- 


72.80 




.015 


170 


2.55 


71.40 







RAILROAD LABOR ARBITRATION'S. 

Rates of pay of conductors and trainmen — Continued. 



337 



Freight service. 



Rate per mile. 



1912 



1913 



Through and irregular 

Conductors 

Flagmen 

Brakemen 

Way freight: • 

Conductors 

Flagmen.: 

Brakemen — 



$0.0363 




SO. 04 


.02525 




.0267 


.0242 




.0267 


2 .03975 
3.048 


} 


.045 


2.028 
3.036 - 


} 


.03 


2.027 


\ 




3.0346 


) 


.03 



Yard service (per hour). 



Group 1. 



1913 



Group 2. 



1912 



1913 



Group 



1913 



Day conductors . . 
Day brakemen... 
Night conductors 
Night brakemen . 



SO. 37 
.34 



SO. 38 
.35 
.40 
.37 



$0.36 
.33 
.38 
.35 



SO. 37 
.34 



$0.35 
.32 
.37 
.34 



80. 



.33 
.38 
,35 



Emergency service. 



Conductors 

Assistant conductors 

Baggagemen 

Flagmen or rear brakemen . 
Brakemen 



One hour or less. 



1912 



SO. 42 
.33 
.27 



.25 



1913 



SO. 45 
. 357 
.275 
.26 
. 255 



Over 1 hour and 5 
hours or less. 



1912 



$2.10 
1.65 
1.35 



1.25 



1913 



S2.25 
1.785 
1. 375 
1.30 
1.275 



Over 5 hours. 



$4.20 
3.35 
2.75 



2.55 



1913 



$4.50 
3.57 
2.75 
2.60 
2.55 



1 10 hours constitute a day's work (1912). 

2 75 miles or less. 

3 Rate per additional mL eover 75 miles. 



BUFFALO, ROCHESTER & PITTSBURGH RAILWAY CO. 

Passenger conductors, as the result of this arbitration, received 
increases in rates of pay ranging from 7.1 to 8.2 per cent. In through 
freight service advances in rates of pay to conductors amounted to 
10.2 per cent, in local and pick-up freight service to 13.2 per cent, 
and in mine-run service to 24 per cent. 

Passenger flagmen, on a standard mileage basis, were advanced 
5.3 per cent and on the basis of a minimum monthly guaranty 7.6 
per cent. On through freight trains they had their rates of pay 
increased 5.7 per cent, on local and pick-up freight trains 7.1 per cent, 
and in mine-run service 18.8 per cent. 

Rates to brakemen in passenger service were from 6.3 to 9.3 per 
cent greater after the award of the arbitration board. Brakemen 
on through freight trains had their rates of pay advanced 5.7 per 
cent, in local and pick-up freight train 7.1 per cent, and in mine-run 
service 24 per cent. 

51393°— S. Doc. 493, 64-1 22 



338 



KAILKOAD LABOK ARBITRATIONS. 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 



Class of service. 



Conductors. 



Rate. 



1910 



1913 



Increase. 



Amount. 



Percent. 



Passenger,' standard runs (1913, 155 miles or over), per mile. . . 

Emergency service: 

1 hour or less 

More than 1 hour and less than 5 2 

Over 5 hours 

Regularly assigned passenger-train men, monthly guaranty . . 

Freight, through and irregular, work, construction, and wreck 
train service s (snowplow and circus, 1910), per mile 

Helvetia, 4 Iselin, Lucerne, Vintondale, and mine-run trains of 
similar class (1910), mine service (1913), per mile , 

Local freight, pick-up, and drop service: Le Roy run, Warsaw 
run, Rochester, Le Roy, Du Bois, Curwensville, and East 
Salamanca-Freemah runs, per day , 

Through freight crews required to pick up or set off cars, load 
or unload freight at more than 4 points on any division 
(localfreight rates), per day : 



$0. 0268 

.42 

2.10 

4.20 

125.00 

.0363 

.0363 

3.975 

3.975 



$0. 029 

.45 

2.25 

4.50 

135.00 

.04 

.045 

4.50 

4.50 



$0. 0022 

.03 

.K 

.30 

10.00 

.0037 

.0087 

.525 

.525 



8.2 

7.1 
7.1 

7.1 

8.0 

10.2 
24.0 

13.2 

13.2 



Class of service. 



Flagmen. 



Rate. 



1910 1913 



Increase. 



Amount. Percent 



Passenger,! standard runs (1913, 155 miles or over), per mile . . 
Emergency service: 

1 hour or less 

More than 1 hour and less than 5 2 

Regularly assigned passenger-train men, monthly guaranty 

Freight, through and irregular, work, construction, and wreck- 
train service 3 (snowplow and circus, 1910), per mile 

Helvetia, 4 Iselin, Lucerne, Vintondale, and mine-run trains of 
similar class (1910), mine service (1913), per mile 

Local freight, pick-up, and drop service: Le Roy run, Warsaw 
run, Rochester, Le Roy, Du Bois, Curwensville, and East 
Salamanca-Freeman runs, per day 

Through freight crews required to pick up or set oft cars, load 
or unload freight at more than 4 points on any division 
(local freight rates), per day 



$0. 0152 

.24 

1.20 

72.50 

. 02525 

. 02525 

2.80 

2.80 



$0. 016 

.26 

1.30 

78.00 

.0267 

.03 

3.00 

3.00 



$0. 8008 

.02 

.10 

5.50 

.00145 

.00475 

.20 

.20 



5.3 

8.3 
8.3 
7.6 

5.7 

18.8 

7.1 
7.1 





Brakemen. 


Class of service. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per cent. 


Passenger, 1 standard runs (1913, 155 miles or over), per mile 

Emergency service: 


$0,015 

.24 
1.20 
2.55 
70.00 

.0242 

.0242 

2 70 

2.70 


$0. 016 

.255 
1.275 
2.55 
76.50 

.0267 

.03 

3.00 

3.00 


$0. 001 

.015 
.075 
.00 
6.50 

.0025 

.0058 

.30 

.30 


6.7 
6.3 


More than 1 hour and less than 5 2 


6.3 




.0 


Regularly assigned passenger-train men, monthly guaranty 

Freight, through and irregular, work, construction, and wreck- 


9.3 
10.3 


Helvetia, 4 Iselin, Lucerne, Vintondale, and mine-run trains of 
similar class (1910), mine service (1913), per mile 


24.0 


Local freight, pick-up, and drop service: Le Roy run, Warsaw 
run, Rochester, Le Roy, Du Bois, Curwensville, and East 


11.1 


Through freight crews required to pick up or set off cars, load 
or unload freight at more than 4 points on any division 


11.1 







i These rates (1913) to obtain whenever the miles made at such rates in a day amount to a greater sum 
than the minimum day rates awarded. 
2 Service in excess of 100 miles not considered as emergency service. 
» Not specifically mentioned in 1913 rate schedule. 
* Assumed to be mine runs. 



RAILROAD LABOR ARBITRATIONS. 



339 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913 — Continued. 





Foremen. 


Class of service. 


Rate. 


Increase. 




1910 


1913 


Amount. 


rer cent. 


Yard service: Average rate for groups 1, 2, and 3, day and night, 


SO. 37 


$0.38 


SO. 01 


2.7 









Helpers. 


Class of service. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per cent. 


Yard service: Average rate for groups 1, 2, and 3, day and night, 


$0.34 


SO. 35 


$0.01 


2.9 







Rates of pay of conductors and trainmen. 



Class of service or run. 


Conductors. 


Assistant 
conductors. 


Baggagemen. 


Flagmen. 


Brakemen. 




1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


Standard (1913, 155 miles or 


$0. 0268 

.42 

2.10 
4.20 
4.20 

125.00 


$0. 029 

.45 

2.25 
4.50 




$0. 023 




$0. 0165 


S(1 .(1159 


SO. 016 

.26 

1.30 
2.60 

78.00 
2.60 

6 .26 
.26 


SO. 015 

.24 

1.20 
2.55 
2.55 

70.00 

.24 
.24 


$0. 016 
.255 


Emergency service: 




.275 - 24 


More than 1 hour and 








1.375 
2.75 


1.20 
2.65 
2.65 

72.50 

.24 
.24 


1.275 










2.55 












Regularly assigned passen- 
ger trainmen, monthly 
guaranty, month 

Runs of less than 155 miles, 


135.00 
4.50 

4.45 
.45 








82.50 
2.75 

5 .275 
.275 


76.50 




3.57 

.357 
.357 




2.55 


OVERTIME RATES. 

Excess mileage (1913, after 
7 hours 45 minutes), 20 


.42 
.42 


7 .255 


Short-turn runs, not less 
than SO miles (overtime 


.255 







1 These rates (1913) obtain whenever the miles made at such rates in a day amount to a greater sum than 
the minimum day rates awarded. 

* Service in excess of 100 miles not considered emergency service. 

» Effective only when amounting to greater sum than at mileage rate. 

* After 155 miles. 
» After 166 miles. 

* After 162 miles. 
» After 169 miles. 



340 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of conductors and trainmen — Continued. 



Class of run or service. 


Conductors. 


Flagmen. 


Brakemen. 


1910 


1913 


1910 


1913 


1910 


1913 


Through and irregular work, construction 
and wreck train service (snowplow and 
circus, 1910 *), per mile • 


$0. 0363 
.0363 

3.975 

3.975 

.363 
.363 


$0.04 
.045 

2 4. 50 

4.50 

.40 
.45 
.45 


$0. 02525 
. 02525 

2.80 

2.80 

.2525 
.2525 


$0. 0267 
.03 

2 3. 00 

3.00 

.267 
.30 
.30 


$0. 0242 
.0242 

2.70 

2.70 

.242 
.242 


$0. 0267 
.03 


Helvetia, Iselin^ Lucerne, Vintondale, and 
mine-run trams of similar class (1910), 
mine service (1913), per mile 


Local freight, pick-up and drop service, 
Le Roy run, Warsaw run, Rochester, 
Le Roy, Dubois, Curwensville, and East 
Salamanca-Freeman runs, per day 

Through freight crews required to pick up 
or set off cars, load or unload freight of 
more than four points on any division 
(local freight rates), 'per day 


2 3. 00 
3.00 


OVERTIME RATES.3 

Through and irregular , work and construc- 
tion, and wreck-train service, per hour . . 

Mine runs (including those marked), per 
hour 


.267 
.30 


Local freight, pick-up and drop, and in- 


- .30 













Yard service. 



Group 1. 



1910 1913 



Group 2. 



1910 1913 



Group 3. 



1910 



1913 



Diay foremen, per hour. . 
Naght foremen, per hour 
Di y helpers, per hour. . . 
N ght helpers, per hour . 



Cents. 
37 



Cents. 
38 
4 

35 
37 



Cents. 
36 
38 
33 
35 



Cents. 
37 



Cents. 
35 
37 
32 
34 



Cents. 



36 



In all yards 10 hours or less constitutes a day's work; overtime computed for each employee on basis of 
actual overtime worked or held for duty, pro rata. 

1 Not specifically mentioned in 1913 rate schedule. 

2 Figures for 1913, originally given on the mileage basis of pay, have been converted into daily basis by 
use of accompanying rule that "in all road service, other than passenger service, 100 miles or less constitute 
a day's work." (Art. 1, 1913-14.) 

3 Basic rates: Conductors, 4.5 cents per mile; flagmen, 3 cents per mile; brakemen, 3 cents per mile. 
Figures obtained by application of general rule that overtime is paid after 10 hours at rate of 10 miles per 
hour. 



CENTRAL NEW ENGLAND RAILWAY CO. 

Increases in rates of pay in passenger service from the application 
of the award of the arbitration board on this railway ranged from 6.5 
per cent in the case of baggagemen to 8.2 per cent in the case of con- 
ductors, computed on the basis of a standard day of 155 miles. Pas- 
senger trainmen in regularly assigned monthly service received no 
advances in rates of pay which obtained prior to the award. 

Conductors in through and irregular freight and regular freight 
service had their rates of compensation increased 10.2 per cent, and 
on local and pick-up freight trains 13.2 per cent. Yard conductors 
received an advance of 2.7 per cent. 

Brakemen employed on through and irregular, work and construc- 
tion, and freight trains were allowed an increase in rates of pay of 
10.3 per cent, and in local and pick-up service 11.1 per cent. Yard 
brakemen, as in the case of conductors, were given an increase of 1 
cent an hour, which was equivalent to an advance of 2.9 per cent. 



RAILROAD LABOR ARBITRATIONS. 



341 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 







Conductors. 






Baggagemen. 




Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Percent. 


1910 


1913 


Amount. 


Per cent. 


Passenger, per mile . . . 

Regularly assigned 
passenger trainmen, 
monthly guaranty, 


SO. 0268 

115.00 
.0363 
. 03975 

.0363 
.37 


$0. 029 

115.00 
.04 
.045 

.04 
.38 


SO. 0022 

.00 
.0037 
. 00525 

.0037 
.01 


8.2 

.0 
10.2 
13.2 

10.2 
2.7 


$0.0155 
69.00 


SO. 0165 
69.00 


SO. 001 
.00 


6.5 

o 


Through and irregu- 
lar freight, per mile. 




Local and pick-up 
freight, per mile 










Work, construction, 
on wreck train, 1 per 
mile 










Yard service, average 
rate for groups 1, 2, 
and 3, day and 
night, per hour 





















Flagmen. Brakemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Percent. 


1910 


1913 


Amount. 


Per cent. 


Passenger, per mile . . . 










SO. 015 

64.50 

.0242 
.027 

.0242 
.34 


SO. 016 

64.50 
.0267 
.03 

.0267 
.35 


$0,001 

.00 

.0025 

.003 

.0025 
.01 


6.7 


Regularly assigned 
passenger trainmen, 
monthly guaranty, 










.0 


Through and irregu- 
lar freight, per mile . 

Local and pick-up 
freight, per mile 

Work, construction, 
on wreck train, 1 p er 


SO. 02525 
.028 

. 02525 


$0. 0267 
.03 

.0267 


$0.00145 
.002 

. 00145 


5.7 
7.1 

5.7 


10.3 
11.1 

10.3 


Yard service, average 
rate for groups 1,2 
and 3, day and 


2.9 















1 Includes snowplow service, 1910. 
Rates of pay of conductors and trainmen. 



Class of service. 


Conductors. 


Baggagemen. 


Flagmen. 


Brakemen. 


1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 




$0. 0268 

i 115. 00 
.0363 
. 03975 
.0363 


$0. 029 

115.00 

.04 

.045 

.04 


SO. 0155 
2 69.00 


SO. 0165 
09.00 




SO. 010 


SO. 015 

3 64.50 
.0242 
.027 
.0242 


SO. 016 


Regularly assigned passenger 
trainmen, monthly guar- 




64.50 
.0267 
.03 
.0267 


64.50 


Through and irregular freight, 


SO. 02525 
.028 
. 02525 


.0267 


Local and pick-up freight, per 
mile 






.03 


Work, construction, or wreck 
train, 4 per mile 






.0267 



1 Mileage allowance per day, 157. 
* Mileage allowance per day, 177. 



3 Mileage allowance per day, 170. 
* Includes snowplow service, 1910. 



842 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of conductors and trainmen — Continued. 



Class of service. 


Conductors. 


Baggagemen. 


Flagmen. 


Brakemen. 


1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


OVEETIME. 


$0.42 

.363 
.3975 

.37 
.39 

.36 
.38 

.35 
.37 


$0.45 

.40 
.45 

.38 
.40 

.37 
.39 

.36 
.38 


$0.27 


$0,275 




$0.26 

.267 
.30 


$0.25 

.242 
.27 

.34 
.36 

.33 
. .35 

.32 
.34 


$0. 255 


Freight: 

Through, per hour 

Local, per hour 


$0. 2525 
.28 


.267 






.30 


YABD SEKVICE (10 HOURS). 

Group 1: 






.35 












.37 


Group 2: 










.34 


Night, per hour 










.36 


Group 3: 










.33 












.35 















Note. — Increases in 1913 over 1910 for services not specified are shown in Article E of the award, in 
terms of percentages. 

CHICAGO, INDIANAPOLIS & LOUISVILLE RAILWAY CO. 

The application of the award of the arbitration board to this railway 
resulted in the usual increase of 8 per cent to passenger conductors 
and 10.2 per cent to conductors employed on through and irregular 
freight, work, construction, and wreck trains. 

Passenger brakemen working on a monthly guaranty secured an 
advance of 9.3 per cent and those working on a mileage basis were 
allowed 6.7 per cent. Brakemen in freight service obtained an 
increase in rates of pay of 10.3 per cent as the result of the arbitration 
award. 

Amount and per cent of increase in rates of pay of conductors arid trainmen as a result 
of the award of the board of arbitration, effective Nov. 10, 1913. 





Conductors. 


Baggagemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1911 


1913 


Amount. 


Per cent. 


1911 


1913 


Amount. 


Per cent. 


Passenger: 

Standard, per 


$0. 0268 
125.00 

.0363 
.375 


$0. 029 
135. 00 

.04 
.'385 


$0. 0022 
10.00 

.0037 
.01 


8.2 
8.0 

10.2 
2.7 


$0. 0155 


$0. 0165 


$0. 001 


6.5 


Regularly as- 
signed train- 
men; monthly 

guaranty 

Through or irregular 
freight, work, con- 
struction, wreck, 
or circus train serv- 
ice, per mile 1 

Yard service, average 
rate for groups 1 
and 2, day and 
night, per hour 


























.. • 



i Runs of 100 miles or less, either straightaway or turn-around, paid as 100 miles. 



RAILROAD LABOR ARBITRATIONS. 



343 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 





Flagmen or rear brakemen. 


Brakemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1911 


1913 


Amount. 


Per cent. 


1911 


1913 


Amount. 


Per cent. 


Passenger: 

Standard, per 
mile 


SO. 015 
70.00 


80.016 
78.00 


$0,001 
8.00 


6.7 
11.4 


SO. 015 
70.00 

.0242 
.345 


SO. 016 
76.50 

.0267 
.355 


SO. 001 
6.50 

. .0025 
.01 


6.7 


Regularly as- 
signed " train- 
men: monthly 

guaranty 

Through or irregular 
freight, work, con- 
struction, wreck, 
or circus train serv- 


9.3 
10.3 


Yard service, average 
rate for groups 1 
and 2, day and 










2.9 















i Runs of 100 miles or less, either straightaway or turn-around, paid as 100 miles. 

Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms 
of percentages. 

Rates of pay of conductors and trainmen. 



Class of service. 


Rate (per mile). 


Runs of 
less than 
155 miles, 
minimum 
rate (per 
day). 


Regularly as- 
signed trainmen 
(monthly guar- 
antee). 


Overtime (per 
hour). 




1911 


1913 


1913 


1911 


1913 


1911 


1913 


Passenger: 


SO. 0268 


SO. 029 

.023 
.0165 
.0160 
0160 


S4.50 

3.57 
2.75 
2.60 
2.55 


SI 25. 00 


•H35. 00 


Cents. 
42 


Cents. 
45 


Assistant conductors or col- 


35 7 




.0155 

.0150 
.0150 




82.50 
78.00 
76.50 


25 


27 5 


Flagmen or rear brakemen. 


70.00 
70.00 


26 




24 


25 5 







Through or irregular freight, work, construction, wreck, or circus 
train service: ' 

Conductors 

Flagmen , 

Brakemen 



Rate (per mile). 



1911 



SO. 0363 
"".'6242' 



1913 



SO. 04 
.0267 
.0267 



Local freight. 



1911 (per 
day). 



S3. 975 
2.80 
2.70 



1913 (per 
mile). 



SO. 045 
.03 
.03 



Group 1 (per hour) . 



1911 1913 



Group 2 (per hour). 



1911 



1913 



Yard service: 2 

Day conductors . . 
Day brakemen... 
Night conductors . 
Night brakemen . 



SO. 37 
.34 
.39 



SO. 38 
.35 
.40 
.37 



SO. 36 
.33 
.38 
.35 



SO. 37 
.34 
.39 
.36 



1 Runs of 100 miles or less, either straightaway or turn around, paid as 100 miles. 

* In all yards 10 hours or less constitutes a day's work. Overtime paid pro rata, actual minutes counted. 

Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms 
of percentages. 



344 



EAILEOAD LABOE ABBITBATIONS. 



CHICAGO, INDIANA & SOUTHEEN EAILEOAD CO. 

The increase in rates of pay as the outcome of the arbitration award 
amounted, in the case of this road, to approximately 8 per cent for 
passenger conductors, 10 per cent for conductors on through freight, 
13 per cent for conductors on way freight, and 2.6 to 2.7 per cent for 
yard conductors. Baggagemen employed on the basis of a monthly 
guaranty had their monthly rate increased 10 per cent, while those 
on a mileage basis secured an advance of 6.5 per cent. Brakemen in 
passenger service were allowed an increase in rates of pay ranging from 
6.7 to 9.3 per cent. In through freight service the advances granted 
to brakemen were 10.3 per cent and in way freight 11.1 per cent. 
Yard brakemen received an advance of 1 cent an hour, or 2.9 per cent. 

Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 





Conductors. 


Baggagemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1911 


1913 


Amount. 


Per cent. 


1911 


1913 


Amount. 


Per cent. 


Passenger: 

Standard, per 


50. 0268 

125. 00 
.0363 
2. 0384 
. 03975 

.38 
.37 


SO. 029 

135.00 
!.04 
.04 
.045 

.39 
.38 


SO. 0022 

10.00 
.0037 
.0016 
.00525 

.01 
.01 


8.2 

8.0 
10.2 

4.2 
13.2 

2.6 
2.7 


SO. 0155 
75.00 


SO. 0165 
82.50 


$0,001 

7.50 


6.5 


Regul a r 1 y as- 
signed passen- 
ger trainmen, 
monthly guar- 


10.0 


Through freight, 
standard, per mile.. 
Work or construction, 
standard, per mile. . 
Way freight, stan- 
dard, per mile 

Yardmen, average 

rate, day and night: 

Kankakee yard, 

per hour 

Streator and 
North Judson 
yard, per hour. . 













































Class of service. 



Brakemen. 



Rate. 



1911 



1913 



Increase. 



Amount. Per cent 



Flagmen. 



Rate. 



1911 



1913 



Increase. 



Amount. Per cent 



Passenger: 

Standard, per 
mile 

Regularly as- 
signed passen- 
ger trammen, 
monthly guar- 
anty 

Through freight, 
standard, per mile. . 
Work or construction, 
standard, per mile. . 
Way freight, stan- 
dard, per mile 

Yardmen, average 

rate, day and night: 

Kankakee yard, 

per hour 

Streator and 
N orth Judson 
yard, per ho ur. . 



10. 015 

70.00 
.0242 
2. 0254 
.027 

.35 
.34 



SO. 016 

76. 50 
.0267 
.0267 
.03 

.36 
.35 



$0,001 

6.50 
.0025 
.0013 
.003 

.01 
.01 



6.7 

9.3 
10.3 

5.1 
11.1 

2.9 
2.9 



2 $0.0254 



SO. 0267 



$0. 0013 



5.1 



1 Same rates apply to construction and work trains. 

2 Through freight'rates with S3.84 and $2.54 as daily minimum. 



EAILKOAD LABOR ARBITRATIONS. 

Rates of pay of conductors and trainmen. 



345 



Class of service. 


Standard rates 
per mile. 


Regularly assigned 
passenger train- 
meu, monthly- 
guaranty. 


Special Sunday 
rates between 
Streator and 
South Bend. 


Hourly over- 
time rates. 


Hours per day, 
1911-1913. 




1911 


1913 


1911 


1913 


1911 


1913 


1911 


1913 




Passenger: 

Conductors. . 


$0. 0268 

.0155 
.015 


$0. 029 

.023 

.0165 

.016 

.016 


$125. 00 


$135. 00 


$8,00 




$0.42 


$0. 45 

.357 

.275 
.255 
.260 


20 miles per 
hour. 
Do. 


conductors. 
Baggagemen. 
Brakemen... 


75.00 
70.00 


82. 50 
76.50 
78.00 


"**4.""25" 




.25 
.24 


Do. 
Do. 
Do. 

















Class of service. 


Standard rates per mile. 


Hours per dav, 
1911 1913 




1911 


1913 




Through freight: 


$0. 0363 


i $0. 04 


10 hours, 10 


Baggagemen 


miles per 
hour. 
Do. 


Brakemen 


.0242 


.0267 
.0267 

.04 
.0267 

.045 
.03 


Do. 




Do. 


Work or construction: 

Conductors 


2. 0384 
2. 0254 

3. 03975 
3.027 


Do. 




Do. 


Way freight: 

Conductors 


Do. 




Do. 







Class of service. 


Kankakee yard, 
per hour. 


Streator and North 
Judson yard, per 
hour. 




1911 


1913 


1911 


1913 


Yardmen: 

Day conductors 


$0.37 
.34 
.39 
.36 


$0.38 
.35 
.40 
.37 


$0.36 
.33 
.38 
.35 


$0.37 




.34 


Night conductors 


.39 


N ight brakemen 


.36 







1 Same rates apply to construction and work trains. 

» Through freight rates with $3.84 and 82.54 as daily minimum. 

3 Per day or 100 miles. 

CINCINNATI, HAMILTON & DAYTON RAILWAY CO. 

On the Cincinnati, Hamilton & Dayton Railway the increases in 
rates of pay in passenger and yard service approximated the general 
advance granted by the board of arbitration. In through and irregular 
freight and construction service the rates of pay to conductors and 
brakemen were slightly more than 10 per cent higher after the arbitra- 
tion award than they were before. On specified runs advances in 
rates as a result of the arbitration were made to conductors, baggage- 
men, and trainmen, ranging from 4.8 to 10.3 per cent. 



346 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 







Conductors. 




Baggagemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per cent. 


1910 


1913 


Amount. 


Percent. 


Passenger, standard, per 
mile 


SO. 0268 

.0363 
.03975 

.0363 

.025 
.025 
4.15 
4.20 
105.00 


$0,029 

1.04 
.045 

.04 

.0275 
.0275 

4.49 

4.50 
113. 61 


$0.0022 

.0037 
.00525 

.0037 

.0025 
.0025 
.34 
.30 

8.61 


8.2 

10.2 
13.2 

10.2 

10.0 
10.0 
8.2 
7.1 
8.2 


$0.0155 


$0.0165 


$0. 0010 


6.5 


Freight: 

Through and irregular 
and construction 
ser vice ; per mile 

Local freight, per mile. . 












Specified runs: 

Ironton and Wellston 

(mixed), per mile 

Dayton and Mandale 
Junction (passenger), 


.025 

.0145 
.0145 

2.80 


.027 

.0154 
.0154 
2.98 


.002 

.0009 
.0009 

.18 


8.0 
6.2 


Ohio River branch (pas- 
senger) , per mile 

Findlay branch (mixed) 
per day 


6.2 
6.4 


Middletown branch 
(mixed), per day 




Bowling Green branch 
(mixed), per month. . 


70.00 


74.48 


4.48 


6.4 





Brakemen. 


Flagmen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per cent. 


1910 


1913 


Amount. 


Per cent. 


Passenger, standard, per mile. 
Freight: 

Through and irregular 
and construction serv- 


$0,015 

.0242 
.0270 

.0242 

.014 
.014 

2.70 

2.55 

67.00 

.22 


$0,016 

1.0267 
.03 

.0267 

.0149 
.0149 

2.83 

2.81 

70.28 

.24 


$0,001 

.0025 
.0030 

.0025 

.0009 

- .0009 

.13 

.26 
3.28 

.02 


6.7 

10.3 
11.1 

10.3 

6.4 
6.4 
4.8 
10.2 
4.9 
9.1 


















Local freight, per mile 

Specified runs: 

Ironton and. Wellston 

(mixed), per mile 

Dayton and Mandale 

Junction (passenger), 


$0. 0280 


$0.03 


$0.0020 


7.1 










Ohio River branch (pas- 
senger), per mile 

Findlay branch (mixed), 


















Middletown branch 
(mixed), per day 

Bowling Green branch 
(mixed) , per month 

Connersville helper, per 






































Foremen. 


Helpers. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per cent. 


1910 


1913 


Amount. 


Per cent. 


Freight: 

Average rate for groups 1 
and 2, day and night, 
per hour 


$0.3775 


$0,385 


$0.0075 


2.0 


$0.3475 


$0,355 


$0. 0075 


2.2 



Rates given for 1913 also apply to work, snowplow, circus, and wreck train service. 



BAILROAD LABOR ARBITRATIONS. 

Rates of pay of conductors and trainmen. 



347 



Class of service. 


Standard rate per mile. 


Runs of 
less than 
155 miles; 
minimum 

rate per 
day. 


Regularly 
assigned 

passenger 

trainmen; 
monthly 

guaranty. 


Overtime per 
hour. 




1910 


1913 


1913 


1913 


1910 


1913 


Through and irregular freight and 
construction: 


i SO. 0363 


i SO. 04 

i . 0267 
i, 2 . 0267 

1.045 

1.03 

1.03 

.029 

.0165 

.016 

.023 

.016 






C 1 ) 


C 1 ) 












i . 0242 

3 . 03975 
3.0280 
3 . 0270 

.0268 
.0155 
.0150 










Local freight: 
















( 3 ) 


C 1 ) 










Passenger service: 


S4.50 
2.75 
2.55 
3.57 
2,60 


S135. 00 
82.50 
76.50 


SO. 42 
.25 
.24 


SO. 45 




.275 




.255 




.357 






78.00 




.26 












Rates of pay per hour. 4 




Group 1. 


Group 2. 




1910s 


1913 


1910 


1913 


Yard service: 


SO. 375 
.395 
.345 
.365 


SO. 38 
.40 
.35 
.37 


SO. 36 
.38 
.33 
.35 


$0.37 




.39 




.34 




.36 













Specified runs. 


Conductors. 


Baggagemen. 


Brakemen. 


Overtime. 


1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


Ironton and W e 1 1 s t o n 


SO. 0363 
.025 
.025 
4.15 
4.20 
105.00 
.33 


SO. 04 

.0275 

.0275 

4.49 

4.50 

113. 61 


$0,025 
.0145 
.0145 
2.80 

70.00 


SO. 027 

.0154 

.0154 

2.98 

2.81 

74.48 


SO. 0242 

.0140 

.014 

2.70 

2.55 

67.00 

.22 


SO. 0267 

.0149 

.0149 

2.83 

2.81 

70.28 

.24 






(mixed), per mile. 
Dayton and Mandale Junc- 






tion (passenger), per mile. 

Ohio River branch (passen- 
ger), per mile. 

Findlay branch (mixed), 
per day. 

Middletown branch 






After 12 hours. 


Art. 1. * 
Do. 


(mixed), per day. 
Bowling Green branch 

(mixed), per month. 
Connersville helper, per 

hour. 


After 13 hours. 


Do. 













i Runs of 100 miles or less, either straightaway or turn-around, paid as 100 miles. 

2 Rates given for 1913 also apply to work, snowplow, circus, and wreck-train service. 

3 Mileage in excess of 100 miles paid for in addition pro rata. 

4 10 hours or less constitute a day's work. Overtime computed on actual time worked or held for duty, 
pro rata. 

s Average rate. 

Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms 
of percentages. 

Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms 
of percentages. 



348 



RAILROAD LABOR ARBITRATIONS. 



CINCINNATI NORTHERN RAILROAD CO. 

Conductors and brakemen in through freight service on this rail- 
road secured advances of approximately 10 per cent in rates of pay 
per mile. In local freight service the increase in rates of pay per day 
as the result of the arbitration was as follows : 



Class of employees. 


Amount. 


Per cent. 


Conductors „ . . 


Cents. 
50 

28 
28 


13 3 


Brakemen 


11.2 


Foremen 


10.8 







In work or construction train service the conductors and brakemen 
received approximately a 10 per cent advance in rates of pay, and on 
wreck trains conductors were increased 10 per cent and brakemen 
15.6 per cent on a mileage basis of payment. 

The increases in yard rates per hour as the result of the arbitration 
were approximately 3 per cent. In passenger service conductors' 
rates of pay were 8.1 per cent higher after the award of the arbitration 
board and brakemen 6.9 per cent higher. 

Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 



Class of service. 



Conductors. 



Rate. 



1910-11 



1914 



Increase. 



Amount. Per cent. 



Brakemen. 



Rate. 



1910-11 



1914 



Passenger service on runs not otherwise 

specified, per mile 

Freight: 

Through, per mile 

Local between — 

Van Wert and Hudson, per day.. . 

Van Wert and Lewisburg, per day. 

Lewisburg and Franklin, » per day . 

Jackson and Hudson, * per day 

Work or construction, per mile 

Wreck trains, per mile 

Yard average, day and night, per hour 



$0. 0248 
.035 

3.75 

3.75 

3.65 

3.65 
.035 
.035 

*.33 



$0. 0268 
.0385 

4.25 

4.25 

4.13 

4.13 
.0385 
.0385 

5.34 



$0. 002 

.0035 

.50 

.50 

.48 

.48 

.0035 

.0035 

.01 



8.1 
10.0 

13.3 

13.3 
13.2 
13.2 
10.0 
10.0 
3.0 



2 $0. 0145 
.0235 

2.50 

2.50 
2.45 
2.45 
.0235 
.0224 
<.30 



$0. 0155 
.0259 

2.78 

2.78 

2.72 

2.72 
. 0259 
.0259 

5.31 





Brakemen. 


Foremen. . 


Class of service. 


Increase. 


Rate. 


Increase. 




Amount. 


Per cent. 


1910-11 


1914 


Amount. 


Per cent. 


Passenger service on runs not otherwise 


$0. 0010 

.0024 

.28 

.28 

.27 

.27 

.0024 

.0035 

.01 


6.9 

10.2 

11.2 
11.2 
11.0 
11.0 
10.2 
15.6 
3.3 










Freight: 










Local between— 

Van Wert and Hudson, per day 

Van Wert and Lewisburg, per day. 
Lewisburg and Franklin, per day ». 
Jackson and Hudson, per day « 


$2.60 
2.60 
2.55 
2.55 


$2.88' 
2.88 
2.82 
2.82 


$0.28 
.28 
.27 
.27 


10.8 
10.8 
10.6 
10.6 












Yard average, day and night, per hour 



















1 With the following exceptions in 1910: (a) Clarks Lake run, 3 round trips daily between Hudson and 
Jackson, $120 per month; (b) Celina and Paulding run, $85 per month. 

2 With the following exceptions in 1910: (a) Clarks Lake run, 3 round trips between Hudson and Jackson 
daily, $75 per month; (&) Celina and Paulding run, $60 per month. 

3 Round trip. 
* 1910. 

5 1913. 



RAILROAD LABOR ARBITRATIONS. 
Rates of pay of conductors and trainmen. 



349 



Class of service or run. 


Conductors. 


Baggage- 
men. 


Flag- 
men or 
rear 
brake- 
men. 


Brakemen. 


Foremen. 




1910-11 


1914 


1910-11 


1914 


1910-11 


1914 


1910-11 


1914 


PASSENGER. 

Service or nans not 
otherwise specified: 


i SO. 0248 


SO. 0268 




SO. 0155 


2 SO. 0145 


SO. 0155 








2 S42. 50 






Runs of less than 155 
miles (1914), mini- 




4.15 
124. 50 
.0385 

4.25 

4.25 

4.13 

4.13 
.0385 
.03S5 


2.51 




2.46 

73.80 






Regularly assigned pas- 
senger trainmen, 






75.30 








FREIGHT. 

Through, per mile 

Local: 

Between Van Wert 
and Hudson, per 


.035 

3.75 

3.75 

3.65 

3.65 

.035 

«. 0335 
«.335 

.35 




.0259 


.0235 

2.50 

.2.50 

2.45 

2.45 

.0235 

4.0224 
4.224 

.20 


.0259 

2.78 

2.78 

2.72 

2.72 
.0259 
.0259 








S2.60 
2.60 
2.55 
2.55 


$2.88 


Between Van Wert 
and Lewisburg, 






2.88 


Between Lewis- 
burg and Frank- 
lin^ per day 

Between Jackson 
and Hudson,3 per 
day 






2.82 






2.82 


Work or construction, 








Wreck trains: 




















OVERTIME PAY. 

Standard passenger, 


.38 


.21 




.21 











Class of employees. 




YARD SERVICE 

Day conductor 

Day brakemen 

Night conductor , 

Night brakemen , 



i With the following exceptions in 1910: (a) Clarks Lake run, three round trips daily between Hudson 
and Jackson, $120 per month, no overtime; (b) Celina and Paulding run, S85 per month. 

5 With the following exceptions in 1910: (a) Clarks Lake rim, three round trips between Hudson and 
Jackson daily, S75 per month; (b) Celina and Paulding run, $60 per month. 

3 Round trip. 

'■ 1910 schedule: Mileage rates to and from wreck, hourly rates for time at wreck. 

Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms 
of percentages. 

CLEVELAND, CINCINNATI, CHICAGO & ST. LOUIS RAILWAY CO. 

Rates paid to passenger conductors in all branches of passenger 
service on this road were increased approximately 8 per cent by the 
award of the arbitration board. On through freight trains the ad- 
vance in rates of pay to conductors was 10.2 per cent; and in local 
freight service, 13.2 per cent. 

On a mileage basis baggagemen had their rates of pay advanced 
6.5 per cent, and on the basis of a monthly guaranty they secured 
an increase of $7.50 a month, or 10 per cent. 



350 



RAILROAD LABOR ARBITRATIONS. 



Passenger brakemen working on a monthly guaranty were advanced 
$6.50, or 9.3 per cent, while those on a mileage basis had their rates 
increased 6.7 per cent. On through freight, work, construction, and 
wreck trains brakemen had their rates of pay increased 10.3 per cent, 
and on local freight 11.1 per cent. 

Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 



Class of service. 



Passenger: 

Runs not otherwise 
specified, per mile. . 

Regularly assigned 
trainmen, monthly 

guaranty. . i 

Through freight, work, 
construction,wreck and 
circus train service, per 

mile 2 

Local freight, per day 

Yards, average rate for 
groups 1 and 2, day and 

night, per hour 

Passenger, specified runs: 

Sharon - Cincinnati 
and Middletown- 
Cincinnati, per day. 

Mount Gilead Short 
Line, per month . . . 

Aurora - Cincinnati 
lines, Nos. 232-233, 
per month 

Aurora - Cincinnati 
run, Nos. 231-230, 
including switching 
at North Bend, per 
day 

Runs between Law- 
renceburg Junction 
and Aurora, includ- 
ing switching at 
Lawrenceburg and 
Aurora, per month. 

Columbus, Indianap- 
olis, and Greens- 
burg runs (brake- 
men handle bag- 
gage), per month. . . 

Alton Flyer (brake- 
men handle bag- 
gage), per month... 

Alton plug run, per 
month 

Urbana-Peoria ac- 
commodation, per 

month 

Through freight, specified 
runs: 

Findlay branch, per 
month 

F. F. & M. branoh, 
per month 

Vmcennes branch, 
fun between Vin- 
cennes and St. 
Francesville, per 
month 

Mount Carmel-Vin- 
cennes run, per 
month 



Conductors. 



Rate. 



1911 



SO. 0268 
125. 00 



.0363 
3.975 



.375 

4.20 
100.00 

100. 00 
4.20 

110. 00 

100.00 

3 110. 00 
100.00 

115.00 

100.00 
110.00 

100.00 
105.00 



1913 



i $0,029 
135. 00 



.04 
4.50 



.385 

4.50 
108.00 

108.00 
4.50 



118. 80 

108. 00 

118. 80 
108.00 

124.20 

110. 10 
121. 10 

110. 10 
115. 60 



Increase. 



Amount. Percent 



$0.0022 
10.00 



0037 
525 



.01 

.30 
3.00 

3.00 



.00 



10.10 
11.10 



10.10 
10.60 



10.2 
13.2 



2.7 

7.1 

8.0 

8.0 
7.1 



8.0 

8.0 
8.0 

8.0 

10.1 
10.1 

10.1 

10.1 



Rate. 



1911 1913 



$0.0155 $0.0165 



75. 00 '82. 50 



2.75 



2.75 



2.75 



2.75 



Increase. 



Amount. Percent, 



$0. 0010 
7.50 



00 



00 



6.5 
10.0 



0.0 



0.0 



i These rates to obtain whenever the miles made at these rates in a day amount to a greater sum than 
the minimum day rates of $4.50 for conductors, $2.75 for baggagemen, and $2.55 for brakemen, awarded in 
passenger service. , ., ,„ „ 

2 Runs of 100 miles or less either straightaway or turn around, paid as 100 miles. 

s Two round trips per day between Alton and East St. Louis. 



RAILROAD LABOR ARBITRATIONS. 



351 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913 — Continued. 



Class of service. 



Brakemen. 



Rate. 



Passenger: 

Runs not otherwise 

specified, per mile. . 

Regularly assigned 

trainmen, monthly 

guaranty 

Through freight, work, 
construction,wreck and 
circus train service, per 

mile 1 

Local freight, per day 

Yard, average rate for 
groups 1 and 2, day 

and night, per hour 

Passenger, specified runs: 

Sharon - Cincinnati 

and Middlctown- 

Cincinnati, per day. 

Aurora - Cincinnati 

lines, Nos. 232-233, 

per month 

Aurora - Cincinnati 
run, Nos. 231-230, 
including switching 
at North Bend, per 

day 

Runs between Law- 
renceburg Junction 
and Aurora, includ- 
ing switching at 
Lawrenceburg and 
Aurora, per month . 
Columbus, Indianap- 
olis and Greensburg 
runs (brakemen 
handle baggage), 

per month 

Alton Flyer (brake- 
men handle bag- 
gage), per month... 
Urbana-Peoria ac- 
commodation, per 

month 

Through freight, specified 
runs: 
Findlay branch, per 

month 

F. F. & M. branch, 

per month 

Vincennes branch 
run between Vin- 
cennes and St. 
Francesville, per 

month 

Mount Carmel-Vin- 
cennes run, per 
month 



SO. 015 
70.00 



.0242 
2.70 



.345 

2.55 
60.00 

2.55 

70.00 

60.00 
65.00 
65.00 

63.00 
70.00 

60.00 
63.00 



1913 



SO. 016 
76.50 



.0267 
3.00 



.355 

2.60 
65.57 



76.50 

66.86 
72.42 
72.42 

69.50 
77.20 

66.18 
69.50 



Increase. 



Amount. 



SO. 001 
6.50 



.0025 
.30 



.01 

.05 
5.57 

.05 
6.50 



7.42 
7.42 



6.50 
7.20 



6.18 
6.50 



Per cent. 



6.7 

9.3 



10.3 
11.1 



2.0 

9.3 

2.0 



11.4 
11.4 
11.4 

10.3 
10.3 

10.3 
10.3 



Foremen. 



Rate. 



1913 



S2. 80 S3. 00 



Increase. 



Amount. 



SO. 20 



Per cent. 



7.1 



i Runs of 100 miles or less, either straightaway or turn around, paid as 100 miles. 



352 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of conductors and trainmen. 



Class of employees. 


Runs not other- 
wise specified (per 
mile). 


Runs of 
less than 
155 miles 
minimum 
rate (per 
day). 


Overtime (per 
hour). 


Regularly assigned 
trainmen, month- 
ly guaranty. 




1911 


1913 


1913 


1911 


1913 


1911 


1913 


Passenger: 


SO. 0268 
.0155 
.0150 

.0363 
.0242 


ISO. 0290 
1.0165 
i 0. 160 

.04 

.0267 

.0267 

M.50 
4 3.00 
4 3.00 


$4.50 
2.75 
2.55 


$0. 42 
.25 
.24 


$0. 45 
.275 
.255 


$125. 00 
75.00 
70.00 


$135. 00 




82.50 




76.50 


Through freight, work, construc- 
tion, wreck, and circus train: 2 
Conductors " . . 
















Flagmen 




• | 






Local freights 

Conductors 


4 3. 975 
4 2.70 
4 2.80 












Brakemen 








n 


Foremen 


















1 



Class of employees. 



Group 1 (per hour). 



1911 1913 



Group 2 (per hour). 



1911 



1913 



Yardmen: 

Day conductors . . 
Day brakemen... 
Night conductors 
Night brakemen. 



$0. 37 
.34 
.39 
.36 



$0.38 
.35 
.40 
.37 



$0.36 
.33 
.38 
.35 



$0.37 
.34 
.39 
.36 



Class of service. 


Conductors. 


Baggagemen. 


Brakemen. 


1911 


1913 


1911 


1913 


1911 


1913 


Passenger service, specified runs: 
Sharon-Cincinnati and Middle- 
town-Cincinnati runs 


p.d.s $4. 20 
p.m.? 100. 00 

p.m.? 100.00 
p.d.s 4.20 

p.m.9110.00 

p.m.nOO.OO 

p.m. iillO.OO 
p.m.inOO.OO 
p.m. 6 115.00 


p.d.s $4. 50 
p.m. 6108. 00 

p.m. 6 108.00 
p.d.M.50 

p.m.9118.80 

p.m.6108.00 

p.m.6118.80 
p.m.6108.00 
p.m.6124.20 


p.d.5 $2.75 


p.d. 6 $2.75 


p.d. 5 $2. 55 


p.d.s $2.60 


Aurora-Cincinnati lines Nos. 
232,233 

Aurora-Cincinnati runs Nos. 
231-230, including switching 
at North Bend 

Runs between Lawrenceburg 
Junction and Aurora, in- 
cluding switching at Law- 
renceburg and Aurora 

Columbus, Ind.. and Greens- 
burg runs (brakemen handle 
baggage) 

Alton Flyer, brakemen (handle 
baggage) 

Alton plug run 

Urbana- Peoria accommodation 


p.d.s 2. 75 


p.d.62.75 


p.m. ?60. 00 
p.d. 8 2.55 

p.m.370.00 

p.m.760.00 
p.m. 7 65.00 

(13) 

p.m. fi 65.00 


p.m. 6 65.57 
p.d.7 2.60 

p.m.i<>76.50 

p.m.6 66.86 
p.m. 6 72. 42 

(13) 






p.m. 6 72. 42 



i These rates obtain whenever the miles made at these rates in a day amount to a greater sum than the 
minimum day rates of $4.50 for conductors, $2.75 for baggagemen, and $2.55 for brakemen, awarded in 
passenger service. 

2 Rims of 100 miles or less, either straightaway or turn around, paid as 100 miles. 

3 100 miles or less, 10 hours or less, constitute a day's work. 

4 Per day. 

6 Overtime after 14 hours. 

6 Overtime as per article C. 

7 No overtime. 

8 Overtime after 13 hours and 30 minutes. 

9 Extra pay for construction work at hourly rate. 
i° Extra pay for construction work at hourly rate. 
11 Two round trips per day between Alton and East St. Louis, 
is Overtime after 12 hours except on Sunday. No overtime allowance. 
« Brakemen are included with Alton yardmen and paid as such. 

Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms 
of percentages. 



No overtime. 

Overtime as per article C of award. 



RAILROAD LABOR ARBITRATIONS. 353 

Rates of pay of conductors and trainmen — Continued. 



Class of service. 


Conductors. 


Brakemen. 


Train baggagemen. 


1911 


1913 


1911 


1913 


1911 


1913 


Through freight, specified runs: 

Findlav branch, per month 

F. F. & M. branch, per 

month 


• 8100. 00 

* 110.00 j 

* 100. 00 

* 105. 00 

.03 


» $110. 10 
2 121. 10 

2 110. 10 

2 115.60 

.033 


i$63.00 

3 70.00 

*60.00 

4 63.00 

.021 


2 $69. 50 
2 77. 20 

* 66. 18 

< 69. 50 

.023 










Vincennes branch, run 
between Vincennes and 
St. Francesville, per 
month 






Mount Carmel- Vincennes 






Traveling over the road on 
company business, per mile. 


t0. 021 


$0,023 



i Overtime after 14 hours and 30 minutes. 

* Overtime as per article 1 of award at through freight rates. 

* Overtime after 13 hours. 

* Overtime after 11 hours. 



DELAWARE & HUDSON CO. 

On the Delaware & Hudson Railroad, as can be seen from the fol- 
lowing table, the increase of rates of pay to passenger and freight 
conductors as the result of the application of the arbitration award 
ranged, according to the basis of payment, from 7.1 to 10.2 per cent. 
The advances to baggagemen were only 3.8 per cent in branch-line 
service, 6.5 per cent on standard runs, and 10 per cent in the case of 
minimum monthly guaranties. Passenger flagmen or rear trainmen 
on a standard basis obtained an increase of slightly less than 5 per 
cent, but in milk- train service the percentage of increase was 10.4, 
and for minimum monthly guaranties 7.6 per cent. Freight flag- 
men's rates of pay were 5.7 per cent higher as the result of the arbi- 
tration. Regular passenger -brakemen received a somewhat larger 
advance for a standard day and for minimum monthly guaranties. 
Freight brakemen, with the exception of those on branch lines, were 
granted increases of slightly more than 10 per cent. Ticket collectors 
were advanced 82 cents a day, or 29.8 per cent. The increases 
allowed in the yard service were comparatively small, ranging from a 
percentage of 2.7 to 2.9. 

51393°— S. Doc. 493, 64-1 23 



354 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 





Conductors. 


Baggagemen. 


Class of service. 


Rate. 


Increase. 


Rate, 


Increase. 




1910 


1913 


Amount. 


Per 
cent. 


1910 


1913 


Amount. 


Per 
cent. 


Passenger: 

Standard (155 miles or over) 


$0. 0268 

4.20 

125. 00 

4.69 

4.05 

.0363 

.0363 


$0. 029 

4.50 

135. 00 

5.16 

4.38 

.04 
.04 


$0. 0022 

.30 
10.00 

.47 
.33 

.0037 

.0037 


8.2 

7.1 

8.0 
10.0 

8.1 

10.2 
10.2 


$0. 0155 

2.75 
75.00 


$0. 0165 

2.75 
82.50 


SO. 001 

.00 
7.50 


6 5 


Minimum rates (less than 

155 miles), per day 

Minimum rates, per month. 

Milk service, per day 

Branch runs, per day 

Through or irregular freight, 


0.0 
10.0 


2.65 


2.75 


.10 


3.8 


Work , construction, and wreck, 























Rear trainmen. 


Brakemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 
cent. 


1910 


1913 


Amount. 


Per 
cent. 


Passenger: 

Standard (155 miles or over), 


$0. 01525 

2.585 - 
72.50 
2.70 


$0. 016 

2.60 
78.00 
2.98 


$0. 00075 

.015 
5.50 

.28 


4.9 

0.6 
7.6 
10.4 


SO. 015 

2.55 

70. 00 . 

2.70 

2.50 

.0242 

.0242 


SO. 016 

2.55 
76.50 
2.98 
2.55 

.0267 

.0267 


$0. 001 

.00 

6.50 

.28 

.05 

.0025 

.0025 


6.7 


Minimum rates (less than 

155 miles), per day 

Minimum rates, per month. 

Milk service, per day 

Branch runs, per day 


0.0 
9.3 
10.4 
2.0 


Through or irregular freight, 










10.3 


Work, construction, and wreck, 










10.3 



















Flagmen. 


Messengers. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 
cent. 


1910 


1913 


Amount. 


Per 
cent. 


Passenger: Milk service, per 










$2.85 


$3.14 


$0.29 


10.2 


Through or irregular freight, 


$0. 02525 
. 02525 


$0. 0267 
.0267 


$0. 00145 
. 00145 


5.7 
5.7 




Work, construction, and wreck, 






















Ticket collectors. 


Foremen. 


Helpers. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 


Rate. 


Increase. 


o 

OS 


CO 
02 


1 

o 

a 

< 


1 
o 

05 


o 


CO 


1 

o 

B 

< 


1 
o 
u 

Pn 


o 

OS 


CO 


3 

o 

B 

< 


1 

o 
u 

J? 


Passenger: Standard (155 
miles or over), per day. . . 

Yard: Average rate for 
groups 1, 2, and 3, day and 


$2.75 


$3.57 


$0.82 


29.8 


















$0.37 


$0.38 


$0.01 


2.7 


$0.34 


$0.35 


$0.01 


2.9 





















RAILROAD LABOR ARBITRATIONS. 
Bates of pay of conductors and trainmen. 



355 



Class of employees. 


Standard rate per 
mile (155 miles 
or over). 


Minimum rate per 
day (less than 
155' miles). 


Minimum rave per 
month. 


Overtime rate, 
per hour. 




1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


Passenger: 

Conductors 

Baggagemen 

Rear trainmen 


$0. 0268 
.0155 

. 01525 
.015 
12.75 

.363 
. 02525 
.0242 

i 3. 975 

12.80 
12.70 

.0363 

. 02525 
.0242 


$0. 029 
.0165 
.016 
.016 
3.57 

.0-1 

.0267 

.0267 

.045 

.03 

.03 

.04 

.0267 

.0267 


$4.20 
2.75 
2.585 
2.55 


$4.50 
2.75 
2.60 
2.55 


$125. 00 
75.00 
72.50 
70.00 


$135. 00 
82.50 
78.00 
76.50 


$0.42 
.25 
.24 
.24 


$0.45 
.275 
.26 
.255 






Through or irregular 
freight: 




















t 














Local freight: 























' 




Work, construction, and 
wreck: 




1 1 

I . 










I 








1 1 ! 








i i 1 





Class of employees. 


^Branch runs per 
day. 


Milk service per 
day. 


Regularly assigned 
passenger train- 
men, monthly 
guaranty. 




1910 


1913 


1910 


1913 


1910 


1913 


Passenger: 


$4.05 
2.65 


$4.38 
2.75 
2.60 
2.55 


$4.69 


$5.16 




$131. 40 






82.50 




2.70 
2.70 
2.85 


2.9S 
2.98 
3.14 




78.00 




2.50 




76.58 










* j 



Yard service. 



Day foremen 

Day brakemen.. 
Night foremen. . 
Night brakemen 



Rates per hour. 



Group 1. 



1910 



1913 



SO. 37 
.34 
.39 
.36 



?0. 38 
.35 
.40 
.37 



Group 2. 



Group 3. 



910 


1913 


1910 


$0.36 


$0.37 


$0.35 


.33 


.34 


.32 


.38 


.39 


.37 


.35 


.36 


.34 



1913 



$0. 36 
.33 
.38 
.35 



i Per day or 100 miles. 



DELAWARE, LACKAWANNA & WESTERN RAILROAD CO. 

In the case of a standard day of 155 miles, and for monthly guaran- 
ties, the passenger conductors on this road received an advance of 
about 8 per cent after the application of the award of the arbitration 
board, while in through-freight, construction, work, and milk-train 
service the increase allowed was about 10 per cent. Conductors on 
local freight trains were advanced 13 per cent. Passenger brakemen 
were advanced 6.7 to 9.3 per cent; freight brakemen from 10.3 to 11.1 
per cent. Baggagemen on passenger received higher rates, ranging 
from 6.5 to 10 per cent. Rear trainmen in standard passenger service 



356 



RAILROAD LABOR ARBITRATIONS. 



were advanced 4.9 per cent, and in through-freight, construction, and 
work- train service 5.7 per cent. In the case of monthly guaranties 
in passenger service, milk-train, and in local freight service some- 
what greater advances were received by flagmen. In yard service in 
Hoboken the increases secured by foremen and helpers ranged from 
2.6 to 2.9 per cent; in Paterson, from 5.6 to 6.1 per cent. 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 





Conductors. 


Assistant conductors. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per cent. 


1910 


1913 


Amount. 


Per cent. 


Passenger: 

Standard; per mile l 

Minimum allowance, per 
day 2 


$0. 0268 
4.20 

125. 00 

.0363 
3.975 

.021 
.0155 


$0,029 
4.50 

135.00 

.04 
4.50 

.0231 
.0165 


SO. 0022 
.30 

10.00 

.0037 
.525 

.0021 
.001 


8.2 
7.1 

8.0 

10.2 
13.2 

10.0 
6.5 


$0. 0215 
3.35 


$0,023 
3.57 


$0. 0015 
.22 


7.0 
6.6 


Regularly assigned train- 
men, monthly guar- 




Freight: 

Through freight; work, 
construction, and 
wreck train service, 
per mile 34 










Local freight; pick-up or 
drop, mine and roust- 
about service, per day . . 
Milk service: 

Binghamton and Rich- 
field Springs, per 
mile 56 


















Main-line service, train- 
men only, per mile 





















Baggagemen. 


Rear trainmen (flagmen). 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per cent. 


1910 


1913 


Amount. 


Per cent. 


Passenger: 

Standard, per mile * 

Minimum allowance, per 
day 2 


$0. 0155 
2.75 

75.00 


$0.0165 
2.75 

82.50 


$0,001 
.00 

7.50 


6.5 
.0 

10.0 


$0. 01525 


$0,016 


$0.00075 


4.9 


Regularly assigned train- 
men, monthly guar- 


72.50 

. 02525 

2.80 
75.00 


78.00 

.0267 
3.00 
82.50 


5.50 

.00145 
.20 
7.50 


7.6 


Ereight: 

Through freight; work, 
construction, and 
wreck train service, per 


5.7 


Local freight; pick-up or 
drop, mine, and roust- 
about service, ner day . . 










7.1 


Milk service: 

Main-line service, train- 








- 


10.0 















1 Runs of 155 miles or over (1913). 

2 Runs of less than 155 miles (1913). 

3 Including filling and ballast service (1910). 

1 Including snowplow and circus-train service (1913). 

6 Same rates apply between Binghamton and utica and Binghamton and Syracuse. 

6 1 day off in 5 for trainmen. 



RAILROAD LABOR ARBITRATIONS. 



357 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913 — Continued. 





Brakemen. 


Trainmen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per cent. 


1910 


1913 


Amount. 


Per cent. 


Passenger: 

Standard, per mile l 

Minimum allowance, per 
day 2 : 


$0. 015 

2.55 

70.00 

.0242 
2.70 


$0. 016 
2.55 

76.50 

.0267 
3.00 


$0. 001 
.00 

6.50 

.0025 
.30 


6.7 
.0 

9.3 

10.3 
11.1 



















Regularly assigned train- 
men, monthly guar- 










Freight: 

Through freignt; work, 
construction, and 
wreck-train service, per 
mile 3 4 










Local freight; pick-up or 
drop, mine and rousta- 
bout sen ice, per day. . . 
Milk service: 

Binghamton and Rich- 
field Springs, per month 

Main-lino service, train- 










$75.00 
2.75 


$82. 75 
2.75 


$7.75 
.00 


10.3 










.0 
















Foremen. 


Helpers. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per cent. 


1910 


1913 


Amount. Per cent. 


Yard service: Average, day 
and night — 
Hoboken, Secausus, and 

N ewark, per hour 

Paterson, per hour 


$0.38 
.36 


$0.39 
.38 


$0.01 
.02 


2.6 
5.6 


$0.35 
.33 


$0.36 
.35 


$0.01 | 2.9 
. 02 6. 1 



358 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of conductors and trainmen. 



Class of employees. 


Standard rate per 
mile. 


Minimum allow- 
ances per day. 


Regularly assigned 
trainmen, 
monthly guar- 
anty. 


Overtime. 




1910 


19131 


1910 


1913 2 


1910 


1913 


1910 


1913 


Passenger service: 

Conductors 


$0. 0268 

.0215 
.0155 

. 01525 
.015 


$0. 029 

.023 
.0165 

.016 
.016 


1 $4. 20 

3.35 
2.75 


$4.50 

3.57 
2. 75 

2.60 
2.55 


$125. 00 

100. 00 
75.00 

72.50 
70.00 


$135. 00 


$0.42 

.33 
.25 

.24 
.24 


$0.45 


Assistant con- 


.357 


Baggagemen 

Rear trainmen (flag- 
men) 


82.50 

78.00 
76.50 


.275 

.26 


Brakemen 


2.55 


.255 







Class of employees. 


Through freight, 
work, construc- 
tion, and wreck 
train service, per 
mile. 


Local freight, pick- 
up or drop, mine, 
and roustabout 
service, per day. 


Overtime. 




1910 3 


1913 « 


1910 


1913 




Freight service: 

Conductors 


$0. 0363 
. 02525 
.0242 


$0.04 
.0267 
.0267 


$3. 975 
2.80 
2.70 


$4.50 
3.00 
3.00 


On runs of 100 miles or less overtime 
paid for time in excess of 10 hours, and 
on runs of over 100 miles overtime 
paid in excess of the time necessary 
to complete the trip at an average 
speed of 10 miles an hour. 


Bfakemen 





Glass of employees. 


Binghamton and Richfield 
Springs. 


Main line service, trainmen 
only. 


Bingham- 
ton and 
Strouds- 

burg, 1913.' 


Strouds- 

burg and 

Hoboken, 

1913. 




1910 & 


1913 » 


1910 


1913 


Sfilk service: 

Conductors 

Trainmen 

Flagmen 


$0,021 per mile. 
$75 per month . 


$0.0231 permile. 

$82.75 per 

month. 
$82.75 per 

month. 


$0.0155 mile. 

$2.75 per day. 

$75 per 
month. 


$0.0165 mile. 

$2. 75 per day. 

$82.50 per 
month. 


$0.0231 per 
mile. 

$82.75 per 
month. 

$82.75 per 
month. 


$0.0231 per 

mile. 
$0,016 per 

mile. 
$0,016 per 

mile. 









Class of employees. 


Hoboken , Secausus, 
and Newark. 


Paterson. 




1910 


1913 


1910 


1913 


Yard service: 


$0.37 
.34 
.39' 
.36 


$0.38 
.35 
.40 
.37 


$0. 35 
.32 
.37 
.34 


$0.37 




.34 


Night foremen 


.39 




.36 









i Runs of 155 miles or over. 
8 Runs of less than 155 miles. 
3 Including ballast and filling service. 
* Including snowplow and circus train service. 

6 Same rates apply between Binghamton and Utica; Binghamton and Syracuse. One day off in five for 
trainmen. , 

Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms 
of percentages. 



RAILROAD LABOR ARBITRATIONS. 



359 



DAYTON & UNION RAILROAD CO. 

The comparison of rates of pay for conductors and trainmen before 
and after the arbitration in the case of the Dayton & Union Railroad 
is shown by weighted averages per day of 100 miles. By referring 
to the following table it will be seen that the per cent of increases in 
rates of pay on this basis as the result of the arbitration was, by 
classes 01 service and occupations, as follows: 





Class of employees. 


Class of service. 




Passenger 
increase. 


Freight 
increase. 


Conductors 


Per cent. 
41.5 
65.0 
24.0 


Per cent. 
18.4 






Brakemen , 


9.1 







Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 



' 


Conductors. 


Baggagemen. 


Brakemen. 


Class of service. 


1 Rate per 
100 miles. 


Increase. 


1 Rate per 
100 miles.' 


Increase. 


i Rate per 
100 miles. 


Increase. 




© 

"S 


53 


1 

a 

< 


1 
On 


03 

3 
o 
ffl 


i 

< 


i 

o 

a 

< 


9 

U 

<s 
P4 


m 


©" 

< 


a 
o 

a 

< 


§ 


Passenger, average L. 
Freight, average ' 


$2.05 
3.80 


$2.90 
4.50 


$0.85 
.70 


41.5 

18.4 


$1.00 


$1.65 


$0.65 


65.0 


$2.00 
2.75 


2$2.48 
3.00 


$0.48 
.25 


24.0 
9.1 















Weighted. 



2 Minimum day's pay for 155 miles or less, at $1.60 per 100 miles. 



Rates of pay of conductors and trainmen before and after the award of the board of arbitra- 
tion, effective Nov. 10, 1913. 





Conductor?. 


Baggagemen. 


Brakemen. 


Class of service. 


Before. 


After. 


Before. 


After. 


Before. 


After. 


Passenger: 

Highest, per 100 miles 


$2.16 
1.83 


} $2. 90 


$1.00 


$1.65 


$2.00 




Lowest, per 100 miles 


i $2. 48 




1 




Average (weighted) 


2.05 


2. 90 1. 00 


1.65 


2.00 


1 2 48 






Freight: 

Highest, per 100 miles 


} 3.80 






/ 2.80 
\ 2.70 


} 2 3.00 




4.50 










Average (weighted) 


3.80 


4.50 






2.75 


3.00 











i Minimum day's pay for 155 miles or less, at $1.60 per 100 miles. 2 Local. 

DETROIT, TOLEDO & IRONTON RAILWAY CO. 

On the basis of a standard day's pay of 155 miles, passenger con- 
ductors on this road as the result of the arbitration received an 
increase in pay of 8.2 per cent; baggagemen 6.5 per cent; and 
brakemen 6.7 per cent. Monthly guaranties to passenger conductors 
were advanced 8 per cent; to baggagemen 10 per cent; and to 



360 



RAILROAD LABOR ARBITRATIONS. 



brakemen 9.3 per cent. In through or irregular freight, work, con- 
struction, and wreck train service the following increases were made 
per mile: Conductors, 10.2 per cent; brakemen, 10.3 per cent. 

Conductors on local freight trains had their rates of pay per day- 
increased slightly more than 13 per cent, and brakemen slightly 
more than 11 per cent. In yard service the increases per day to 
foremen and helpers were 2.7 and 2.8 per cent, respectively. On 
certain special runs on Kingman branch and Ironton Hill the 
advances to conductors and brakemen ranged from 9.3 to 13.1 per 
cent. 

Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 





Conductors. 


Baggagemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1911 


1913 


Amount. 


Per cent. 


1911 


1913 


Amount. 


Per cent. 


Passenger: 

Rate per mile for passen- 
ger services not other- 
wise specified (runs of 
155 miles or over, 1913) . 

Minimum allowance, per 


$0. 0268 
4.20 

125.00 

.0363 
3.975 

3.75 
3.75 


$0. 029 
4.50 

135.00 

2.04 
M.50 

4.24 
4.10 


$0. 0022 
.30 

10.00 

.0037 
.525 

.49 
.35 


8.2 
7.1 

8.0 

10.2 
13.2 

13.1 
9.3 


$0. 0155 
2.65 

75.00 


$0. 0165 
2.75 

82.50 


$0,001 
.10 

7.50 


6.5 
3.8 


Regularly assigned pas- 
senger trainmen, 

monthly guaranty 

Through and irregular freight 
work, construction, circus, 
and wreck train, per mile. . 

Local freight, per day 

Special runs: 

Kingman branch, per day 
Ironton Hill, per day 


10.0 





































Brakemen. 


Foremen. 


Helpers. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 


Rate. 


Increase. 




5> 


CO 


1 


a 
-< 




1-1 


CO 




1 

• a 
< 


1 

<s 


OS 


CO 

3 


"3 
g 

a 
< 


1 

Ah 


Passenger: 

Rate per mile for 
passenger serv- 
ices not otherwise 
specified (runs of 
155 miles or over, 
1913) 


$0. 015 

70.00 

.0242 
2.70 


$0. 016 

76.50 

2 . 0267 
23.00 


$0. 001 

6.50 

.0025 
.30 


6.7 

9.3 

10.3 
11.1 


















Regularly assigned 
passenger train- 
men, monthly 


















Through and irregular 
freight, work con- 
struction, circus, and 
wreck train, per mile. 

Local freight, per day. 

Yard, average rate for 
groups 1 and 2, day 


















$2.80 
.375 


2 $3. 00 
.385 


$0.20 
.01 


7.1 
2.7 










$0. 355 


$0. 365 


$0.01 


2.8 


Special runs: 

Kingman branch, 


2.65 
2.65 


2.94 
2.95 


.29 
.30 


10.9 
11.3 




Ironton Hill, per 





































1 Short passenger, special or incidental service, 1911; runs of less than 155 miles per day, 1913. 

2 Runs of 100 miles or less either straightway or turn around to be paid for as 100 miles. 

Note.— Increases in 1913 over 1910 for service not specified are shown in article E of the award in terms 
of percentages. 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of conductors and trainmen. 



361 









Minimum allow- 
ances, per day. 










Class of employees. 


Rate per mile for 
passenger serv- 
ice not otherwise 
specified. 


Short 
passen- 
ger, spe- 
cial, or 
incidental 
service. 


Runs of 
less than 
155 miles 
per day. 


Regularly assigned 
passenger train- 
men, monthly 
guaranty. 


Overtime, per hour 




1911 


1913 


1911 


1913 


1911 


1913 


1911 


1913 


Passenger service: 

Conductors 

Assistant con- 


$0. 0268 


$0,029 

.023 

.0165 

.016 

.016 


$4.20 


$4.50 

3.75 
2.75 
2.55 

2.60 


$125. 00 


$135. 00 


$0.42 


$0.45 
.357 


Baggagemen 

Brakemen 

Flagmen and 


.0155 
.015 


2.65 
2.61 


75.00 
70.00 


82.50 
76.50 

78.00 


.25 

.24 


.275 
.255 

.26 















Class of employees. 


Through and irregu- 
lar freight, work, 
construction, circus, 
and wreck train 
service, per mile. 


Local freight, per day. 




19111 


1913* 


19111 


1913 2 


Freight service: 

Conductors 


$0. 0363 


$0.04 
.0267 
.0267 


$3. 975 
2.80 
2.70 


$4.50 




3.00 




.0242 


3.00 







Class of employees. 


Group 1 (Delray). 


Group 2 (others). 


1911 


1913 


1911 


1913 


Yard service : 3 

Dav foremen 


$0.37 
.34 
.39 
.36 


$0.38 
.35 
.40 
.37 


$0.36 
.33 
.38 
.35 


$0.37 


Dav helpers 


.34 


Night foremen 


.39 




.36 


5 F 





Class of employees. 


Kingman Branch. 


fronton Hill. 


Summit Hill. 


i 
1911 1913 


1 
1911 1913 


1911 


1913 


6pecial runs: 

Conductors, per day 


$3.75 
2.65 


$4.24 
2.94 


$3.75 j $4.10 
2.65 1 2.95 




$3.86 


Brakemen, per day 




2 86 







i Mileage in excess of 100 miles paid for in addition pro rata. 

2 Rims of 100 miles or less, either straightaway or turn around, paid for as 100 miles. Rate, 10 miles per 
hour. 

s In all yards 10 hours or less constitute a day's work. Overtime computed for each employee on the 
basis of actual overtime worked or held for duty pro rata. 

Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms 
of percentages. 



362 



RAILROAD LABOR ARBITRATIONS. 



GRAND RAPIDS & INDIANA RAILWAY CO., SOUTHERN DIVISION. 

As a s result of the arbitration award, passenger conductors on the 
southern division of the Grand Rapids & Indiana Railway received 
advances in rates of pay of slightly more than 8 per cent. Baggage- 
men were advanced from 5.8 to 10 per cent, according to character of 
service, and passenger brakemen received increases in rates ranging 
from 6.3 to 11.4 per cent. No advances in rates of pay to work-train 
and snowplow crews came about as the result of the arbitration. 
The increases in the yard service ranged from 3.8 per cent to con- 
ductors to 4.2 per cent to brakemen. 

Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 





Conductors. 


Baggagemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 
cent. 


1910 


1913 


Amount. 


Per 
cent. 


Passenger: 

Fort Wayne-Grand Rapids, 
s. t., per day 


$4.60 


$4.60 

3.60 

135. 00 

108. 20 
. 0425 

.0427 

.38 


$0.00 

.27 

10.00 

8.20 
.00 

.00 

.014 


0.0 
8.1 

8.0 

8.2 
.0 

.0 

3.8 


$2.60 
2.17 
75.00 
65.00 


$2.75 
2.31 
82.50 
69.16 


$0.15 
.14 
7.50 
4.16 


5.8 


Fort Wayne-Wolcottville, r. 


3.33 

125. 00 

100. 00 
.0425 

.0427 


6.5 


Regularly assigned trainmen, 


10.0 


Fort Wayne-Wolcottville, min- 
imum, per month 


6.4 


Snowplow and flanger, per mile 

Work train with excavator, per 












Yard: Average rate for groups 1,2, 
and 3, day and night, per hour . . . 


.366 





















Brakemen. 


Flagmen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount 


Per 
cent. 


1910 


1913 


Amount. 


Per 
cent. 


Passenger: 

Fort Wayne-Grand Rapids, s. t., 


$2.40 

2.17 

70.00 

65.00 
.031 
.0302 

.336 


$2.55 

2.32 

78.00 

69.36 
.031 
.0302 

.35 


$0.15 
.15 

8.00 

4.36 
.00 

.00 

.014 


6.3 

6.9 

11.4 

6.7 
.0 

i .0 

4.2 










Fort Wayne-Wolcottvilie, r. t., 










Regularly assigned trainmen, per 










Fort Wajoie-Wolcottvilie, mini- 










Snowplow and flanger, per mile 

Work train with excavator, per mile. . 

Yard: Average rate for groups 1, 2, 

and 3, day and night, per hour 


$0. 032 
.0315 


SO. 032 
.0315 


$0.00 
.00 


0.0 

.0 











RAILROAD LABOR ARBITRATIONS. 

Rates of pay of conductors and trainmen. 



363 



Runs. 


Conductors. 


Baggagemen. 


Brakemen. 


Mile- 


1910 


1913 


1910 


1913 


1910 


1913 


age. 


Paggenger: 

Fort Wayne-Grand Rapids, s. t 

Fort Wayne- Wolcottville, r. t 


$4. 60 $4. 60 

3. 33 3. 60 

.43 .45 

125.00 135.00 


$2.60 
2.17 
.,26 

75.00 
65.00 


$2.75 
2.31 
.275 

82.50 
69.16 


$2.40 
2.17 


$2.55 
2.32 


142 
74 


Overtime per hour 


.25 .255 
70. 00 78. 00 




Regularly assigned passenger trainmen, 
monthly guaranty 




Minimum, Fort Wayne- "Wolcottville 


100. 00 


108.20 


65.00 


69. 36 







Class of employees. 


Snowplow and 
fl anger service, 
per mile. 


Work train with 
excavator, per mile. 




1910 


1913 


1910 1913 


Conductors 


$0- 0425 
.031 
.032 


$0.0425 
.031 
.032 


1 
$0.0427 $0.0427 




.0302 1 .0302 




.0315 .0315 







Class of employees. 


Group 1, per 
hour. 


Group 2, per 
hour. 


Group 3, per 
hour. 




1910 


1913 


1910 


1913 


1910 


1913 


Yard sen-ice: 


$0.37 
.34 
.39 
.36 


$0.38 
.35 
.40 
.37 


$0.35 
.32 
.37 
.34 


$0.37 
.34 
.39 
.36 


$0. 35 
.32 
.37 
.34 


$0.36 




.33 


Night conductors 


.38 


Night brakemen 


.35 







GRAND RAPIDS <fe INDIANA RAILWAY CO., NORTHERN DIVISION. 

On the northern division of this railroad the changes in rates of 
pay as the result of the arbitration were practically the same, with 
the exception of the average rates a day for certain trips and in yard 
service, where the increases were somewhat smaller than for the 
southern division. A detailed comparison of rates on the northern 
division before and after the arbitration, together with the amount 
and per cent of increases in rates of pay to conductors and trainmen, 
is shown in the table following: 



364 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of conductors and trainmen as the result 
of the award of the board of arbitration, effective Nov. 10, 1913. 





Conductors. 


Baggagemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 

cent. 


1910 


1913 


Amount. 


Per 
cent. 


Average rate per specified trip, 


$5.61 

110.00 
.0425 

.0427 
.37 


$5.64 

119.02 
.0425 

.0427 
.38 


$0.03 

9.02 
.00 

.00 
.01 


0.5 

8.2 
.0 

.0 
2.7 


$3. 13 
65.00 


$3.16 
69.16 


$0.03 
4.16 


1.0 
6.4 


Traverse City branch, regularly 
assigned trainmen, minimum 


Snow plow and Sanger, per mile.. 


Work train, with excavator, per 
mile 










Yard, average rate for groups 1, 
2, and 3, day and night, per 
hour 























Brakemen. 


Flagmen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 
cent. 


1910 


1913 


Amount. 


Per 
cent. 


Average rate per specified trip, per 
day 


$2. 93 


$3.00 

69.36 
.031 
.0302 

.35 


$0.07 

4.36 

.00 
.00 

.01 


2.4 

6.7 
.0 
.0 

2.9 










Traverse City branch, regularly as- j 
signed trainmen, minimum per j 
month . •. 65. 00 










Snow plow and Sanger, per mile j .031 

Work train, with excavator, per mile . . 0302 
Yard, average rate for groups 1, 2, and 1 


$0,032 
.0315 


$6,032 
.0315 


$0.00 
.00 


0.0 
.0 















Rates of pay of conductors and trainmen. 



Class of service. 

s 


Conductors. 


Baggagemen. 


Brakemen. 


Flagmen. 


Mile- 


1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


age. 


Passenger runs: 

Grand Rapids-Mackinaw 
City, single trip 

Grand Rapids-Mackinaw 
City via Harbor 
Springs, single trip 

Grand Rapids-Muske- 


$6.89 
7.08 


$6.89 
7.08" 


$3.85 

4.01 
2.72 
1.91 

65.00 
. .26 


$3.85 

4.01 
2.75 
2.03 

69.16 
.27 


$3.39 

3.54 
2.86 
1.91 

65.00 
.25 

.031 

.0302 


$3.62 

3.78 
2.56 
'2.04 

69.36 






226 






236 






160 


Traverse City- Walton 
Junction, 2 round trips 

Traverse City branch, 
monthly minimum reg- 


3.60 

110.00 
.43 

.0425 

.0427 


3.90 

119.02 
.45 

.0425 

.0427 






104 








Overtime, per hour 

Snow plow and flanger serv- 








.031 
.0302 


$0,032 
.0315 


$0,032 
.0315 




Work train with excavator, 





















Class of employees. 



Group 1. 



1910 



1913 



Group 2. 



1910 



1913 



Group 3. 



1910 



1913 



Yard service: 

Day conductors . . 
Day brakemen . . 
Night conductors 
Night brakemen . 



$0.37 
.34 
.39 
.36 



$0.38 
.35 
.40 
.37 



$0.36 I 
.33 
.38 
.35 



).37 
.31 
.39 



$0.36 
.33 
.38 
.35 



RAILROAD LABOR ARBITRATIONS. 



365 



HOCKING VALLEY RAILWAY CO. 



Considerable advances in rates of pay for mine-run service came, 
as can be seen from the following table, to train crews on the Hock- 
ing Valley Railway as the result of the award. The increases in 
rates per day, by occupations, were as follows: 



Class of employees. 


Amount. Per cent. 




Cents. 

80 21.6 


Brakemen 


50 20.0 




45 17.6 







In local freight service the rates of pay of conductors were 12.5 
per cent higher after the award; brakemen, 11.1 per cent; and flag- 
men, 7.1 per cent. Conductors in through freight, work, wreck, and 
circus train service were advanced 9.6 per cent; brakemen, 9 per 
cent; and flagmen, 4.7 per cent. The increase in rates per mile for 
a standard day to passenger conductors was 8.2 per cent, and to 
baggagemen and brakemen 6.5 and 6.7 per cent, respectively. 

Amount and per cent of increase in rates of pay of conductors and trainmen as the result of 
the award of the board of arbitration, effective Nov. 10, 1913. 









Conductors. 


Baggagemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 
cent. 


1910 


1913- 


Amount. 


Per 
cent. 


Passenger: 

Standard rate, per 

Electric trains, pe 

Through freight, per n 

Local freight, per day- 


milA 


$0.0268" 
.2333 
.0365 

4.00 

3.70 

3.65 


$0,029 

.252 

.04 

4.50 

4.50 

4.00 


$0.0022 
.0187 
.0035 
.50 
.80 

.35 


8.2 

8.0 

9.6 

12.5 

21.6 

9.6 


$0. 0155 


$0. 0165 


SO. 001 


6.5 


rhour.. 
aile 




























t 

1 




Work, wreck, and circus trains, 
















Brakemen. 


Flagmen. 


List men. 




Rate. 


Increase. 


Rate. 


Increase. 


Rate. 


Increase. 




o 


CO 


1 

a 
< 


I 


o 

OS 


CO 
OS 


I 

S 

< 


a 

CO 
O 

s 


. o 

OS 


co 


o 
S 
< 


d 

<D 
O 

1 


Passenger, standard 
rate, per mile 


$0,015 

.0245 

2.70 
2.50 

2.45 


$0,016 

.0267 
3.00 
3.00 

2.67 


$0,001 

.0022 

.30 

.50 

.22 


6.7 

9.0 
11.1 

20.0 

9.0 


















Through freight, per 
mile 


$0. 0255 
2.80 
2.55 

2.55 


$0. 0267 
3.00 
3.00 

2.67 


$0.0012 
.20 
.45 

.12 


4.7 

7.1 

17.6 

4.7 










Local freight, per dav. 
Mine runs, per day.". . 


$2.90 S3. 66 


$0.10 


3.4 


Work, wreck, and cir- 
cus trains, per day . 









































366 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of conductors and trainmen. 



Class of service or run. 


Conductors. 


Baggagemen. 


Brakemen. 


Flagmen. 


Listmen. 


1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


Passenger: 

Standard i per mile 


$0. 0268 
*".*2333 


$0. 029 

4.50 
.252 

135.00 

.04 
2 4.50 
2 4.50 

2 4.00 

.45 
.40 

.45 

.40 
.45 


$0. 0155 


$0. 0165 
2.75 


$0. 015 


$0. 016 
2.55 




$0. 016 
2.60 






Runs of tess than 155 miles, 
per day 

Electric trams, per hour 










Regularly assigned train- 
men, monthly guaranty. . 




82.50 


.0245 
2.70 
2.50 

2.45 

.23 
.24 

.27 

.24 
.25 


76.50 

.0267 
2 3.00 
2 3.00 

2 2.67 

.255 

.267 

.30 

.267 
.300 


$0. 0255 
2.80 
2.55 

2.55 


78.00 

.0267 
2 3.00 
2 3.00 

2 2.67 






Freight: 

Through, per mile 


.0365 
4.00 
3.70 

3.65 

.42 
.36 

.40 

.36 
.37 












$2 90 2 -«3 nn 


Mine runs, per day 










Work, wreck, and circus 










Overtime: 

Passenger (after 2 hours 
late on schedule, 1910;' ar- 
ticle C of award, 1913), per 
hour 


.25 


.275 






Through freight, per hour . . 
Local and Walbridge- 

Columbus pick-up 

Work, wreck, and circus 


.25 

.28 

.25 
.25 


.267 

.30 

.267 
.300 








' 



































1 1910, through service; runs of 155 miles or over, 1913. 2 Minimum, 100 miles. 

Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms 
of percentage. 

KANAWHA & MICHIGAN RAILWAY CO. 

On the Kanawha & Michigan Railway passenger conductors' rates 
of pay were about 8 per cent higher after the award of the arbitration 
board. Rates to baggagemen were from 4.4 to 6.1 per cent greater, 
and to passenger brakemen from 6.7 to 9.3 more than they were 
before the decision of the board. 

Yardmen received, as the result of the arbitration, 1 cent an hour 
increase in rates of pay, which was equivalent to increases of approxi- 
mately 3 per cent. 

In through freight service rates of pay to conductors were increased 
9.6 per cent, to brakemen 9 per cent, and to flagmen 4.7 per cent. 
Conductors in local freight service were allowed by the arbitration 
board advances of 12.5 per cent, brakemen 11.1 per cent, and flag- 
men 7.1 per cent. 

Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 





Conductors. 


Baggagemen handling express. 




Rate. 


Increase. 


Rate. 


Increase. 


Class of service. 


1910 


1913 


I 

o 

a 

< 


PM 


1910 


1913 


1 

o 

a 
< 


1 


Passenger: 

Runs of 155 miles or over, per 


SO. 0268 
125. 00 

.0365 
.04 

.36 


$0. 029 
135. 00 

.04 
.045 

.37 


$0.0022 
10.00 

.0035 
.005 

.01 


8.2 
8.0 

9.6 
12.5 

2.8 


$0. 0165 
79.00 


SO. 0175 
82.50 


SO. 0010 
3.50 


6.1 


Monthly guaranty, minimum 
Freight: 

Through and irregular, per 


4.4 


Local and pick-up, per mile. . 

Yard: Hobson and Charleston, 

average rate, day and night, 





























BAILKOAD LABOR ARBITBATIONS. 



367 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 19 IS — Continued. 





Brakemen. 




Flag 


men. 




Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


a 
o 

a 

< 


a 

o 

o 


1910 


1913 


c 

3 
o 

1 


1 
o 

S 
P4 


Passenger: 

Runs of 155 miles or over . per mile. 

Monthly guaranty, minimum 

Freight: 

Through and irregular, per mile. . 

Local and pick-up, per mile 


$0. 015 
70.00 

.0245 
/ .027 
V . 029 

.33 


$0,016 
76.50 

.0267 

.03 

.031 

.34 


$0,001 
6.50 

.0022 

.003 

.002 

.01 


6.7 
9.3 

9.0 
11.1 

6.9 

3.0 


















$0. 0255 
.028 


$0. 0267 
.03 


$0. 0012 
.002 


4.7 
7.1 


Yard: Hobson and Charleston, aver- 
age rate, day and night, per hour 













Brakeman handling list. 





Rates 


of pay 


of conductors and trai 


nmen. 








Passenger service. 


Conductors. 


Baggagemen 
handling ex- 
press. 


Brakemen. ! Baggagemen. 

1 


Flagmen, 




1910 


1913 


1910 


1913 


1910 


1913 


1910 1913 


1910 


1913 


Runs of 155 miles or over, 


$0. 0268 

125.00 
3.42 


$0,029 
135.00 


$0. 0165 


SO. 01 7R 


$0. 015 


$0,016 


i 
SO. 0165 

82. 50 

<.275 




$0. 016 


Monthly minimum 
l'i: trantv - 


79. 00 82. n() 


70. 00 76. 50 


78.00 


Overtime, per hour 


4.45 


3.25 


4.275 


s.23 


4.255 


4.255 



Freight service. 


Conductors. 


Flagmen. Brakemen. 


1910 


1913 


1910 


1913 1910 


1913 


Through and irregular, per mile 

Local and pick-up, per mile 


SO. 0365 
6.04 


s $0. 04 
6.045 


$0.0255 
6.028 


5 $0. 0267 , $0. 0245 
5 m If 6.027 
5 " 03 \\ 7.029 


s $0.0267 
6.030 




5 .031 



Runs. 


Miles. 


Overtime after— 


1910 


1913 


Freight mileage allowed: 

Hobson to Columbus via H. V. Ry 


109 
111 
124 
114 
100 
100 
100 
100 
138 
100 


Hours. 
10.55 
11.05 
12.25 
11.25 
10.00 
9.00 
10.00 
10.00 
13.50 
10.00 


Hours. 
10.54 


Hobson to West Columbus a ia H. V. Ry 


11.06 


Hobson to West Columbus \ ia T. & O. C. Ry 

Hobson to Corning and return , 


12.24 
11.24 


Hobson to Corning 


10.00 


Hobson to Chauncey and return 


10.00 




10-00 


' Hobson to Dickinson 


10.00 


Hobson to Charleston and return 


13.48 


Hobson to Charleston 


10.00 







1 On runs of less than 155 miles, rates in 1913, as follows: Conductors, $4.50; baggagemen, $2. 75; flagmen or 
rear brakemen, $2.60; brakemen, $2.55 per day. 
1 Governing regularly assigned passenger trainmen, in 1913, ready for service the entire month. 

* Overtime to be paid on the basis of 20 miles per hour. 
4 Overtime; all service on the minute basis. 

* Overtime after 10 miles per hour pro rata on minute basis. 

* Overtime after 10 hours: Conductors, 40 cents; brakemen, 28 cents. 
7 Brakemen handling list. 



368 



RAILROAD LABOR ARBITRATIONS, 

Rates of pay of conductors and trainmen — Continued. 





Class of employees. 


Yard serv ice. 




1910 


1913 


Hobson and Charleston: 

Day conductors 


Cents. 
35 
32 
37 
34 


Cents. 
36 


Day brakemen , '. 


33 


Night conductors 


38 


Night brakemen 


35 







LAKE ERIE 



WESTERN RAILROAD CO. 



On the Lake Erie & Western Railroad the award of the arbitration 
board had the effect of advancing the rates of pay to passenger con- 
ductors 8.2 per cent; to baggagemen not handling express, 6.5 per cent; 
and to brakemen, 6.7 per cent. In through and irregular freight 
service, as well as on construction trains, both conductors and brake- 
men had their rates of pay increased somewhat more than 10 per 
cent per mile, while on special runs conductors were advanced from 
10 to 13.2 per cent, and brakemen from 10.3 to 11.1 per cent. 

Conductors and switchmen in yard service were given an increase 
of 1 cent per hour. 

Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration , effective Nov. 10, 19 IS. 





Conductors. 


Baggagemen handling express. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1911 


1913 


Amount. 


Per 
cent. 


1911 


1913 


Amount. 


Per 
cent. 


Passenger, standard, per mile. . . 

Freight, through and irregu- 
lar, construction, snow- 
plow, etc., per mile 2 


$0. 0268 

.0363 

90.00 

95.00 

3.63 

100. 00 


i $0. 029 

.04 

101. 90 

107. 55 

4.00 

110. 00 


SO. 0022 

.0037 
11.90 
12.55 

.37 
10.00 


8.2 

10.2 
13.2 
13.2 
10.2 
10.0 


SO. 0165 


i SO. 0165 


SO. 00 


0.0 


Through freight, special runs: 
Minster branch, per month 3 . 
Rushville branch, per 
month 3 


















Nobesville switch run, 










Delphos and Akron, 
mixed runs, per month 3 .. 



















Baggagemen not handling 
express. 


Brakemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1911 


1913 


Amount. 


Per 

cent. 


1911 


1913 


Amount. 


Per. 
cent. 


Passenger, standard, per mile 

Freight, through and irregular, 
construction, snowplow, etc., 


$0. 0155 


i $0. 0165 


SO. 001 


6.5 


$0. 015 

.0242 
63. 00 


i $0. 016 

.0267 

70.00 
72.20 

2.67 

71.70 


$0. 001 

.0025 

7.00 
7.20 

.25 

6.70 


6.7 
10.3 


Through freight, special runs: 










11.1 


Rushville branch, per month 3 
Nobesville switch run, per 










65.00 


11.1 










2.42 
65.00 


10.3 


Delphos and Akron, mixed 










10.3 



















i Runs of 155 miles per day or over. 

2 Runs of 100 miles or less, either straightaway or turn around, to be paid for as 100 miles. 

3 Rates per month of calendar working days. 



RAILROAD LABOR ARBITRATIONS. 



369 



Amount and per cent of increase in rates of -pay of conductors and trainmen as a result of 
the award of ikt board of arbitrators, effective Nov. 10, 1913 — Continued. 





Foremen and conductors. 


Switchmen. 


Yards. 


Rate. 


Increase. 


1 
Rate. Increase. 




1911 


1913 


Amount. 


Per 
cent. 


1911 


1913 


Amount. 


Per 
cent. 


Indianapolis, average, day and night, 


SO. 39 
.38 
.37 


$0.39 
.39 
.38 


$0.00 
.01 
.01 


0.0 
2.6 
2.7 


$0.36 
.35 
.34 


$0.36 
.36 
.35 


SO. 00 
.01 
.01 


0.0 


Lima, Tipton, and Muncie, per hour. 
All other yards, per hour 


2.9 

2.9 







Rates of pay of conductors and trainmen. 



Class of employees. 


Standard rate per 
mile. 


Runs of 
less than 
155 miles, 
minimum 
rate per 
day. 


Regularly 
assigned 

passenger 

trainmen, 
monthly 

guaranty. 


Overtime, per 
hour. 1 




1911 


1913 


1913 


1913 


1911 


1913 


Passenger service: 


$0.0268 


2 $0,029 

2.023 
2 . 0165 
2 .0165 


$4.50 

3.57 
2.75 
2.75 
2.60 
2.55 


$135.00 


$0. 42 


SO. 45 


Assistant conductors, ticket col- 


357 


Baggagemen handling express 

Baggagemen not handling express. 
Flagmen or rear brakemen 


.0165 
.0155 


82.50 
82.50 
78.00 
76.50 


.25 
.25 


.275 
.275 
.26 




.015 


2.016 


.24 


9.W 






Class of employees. 




Through and irregular 
freight, construction, 
snowplow, etc. , per 
mile. 


Local freight 
service. 




1911 


1913 


1911 


1913 




3 $0.0363 


3 $0.04 
3.0267 
3.0267 


Per day. 
$3. 975 


Per mile. 
4 $0,045 
3 03 






3.0242 


2.70 

2.80 


3 03 


Foremen 

















Foremen and conductors. 


Switchmen. 


Yards. 5 


1911 


1913 


1911 


1913 




Day. 


Night. 


Day. 


Night. 


Day. 


Night. 


Day. 


Night. 




$0.38 
.37 
.36 


$0.40 
.39 
.38 


$0.38 
.38 
.37 


$0.40 
.40 
.39 


$0.35 
.34 
.33 


$0.37 
.36 
.35 


SO. 35 
.35 
.34 


?0 37 


Lima, Tipton, and Muncie 


37 


All other vards 


.36 









1 Overtime does not accrue until 7 hours and 45 minutes from time of first reporting for duty. 

2 Runs of 155 miles per day or over. 

3 Runs of 100 miles or less, either straightaway or turn around, paid for as 100 miles. 
4 100 miles or less constitute a day's work. 

6 Overtime after 10 hours. 
Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms 
of percentages. 

51393°— S. Doc. 493, 64-1 24 



370 



RAILROAD LABOR ARBITRATIONS. 
Rates of pay of conductors and trainmen — Continued. 





1911 


1913 


Overtime after. 


Runs. 


Conduc- 
tors. 


Fore- 
men. 


Brake- 
men. 


Conduc- 
tors. 


Fore- 
men. 


Brake- 
men. 


1911 


1913 


Through freight service, special 
runs: 
Minster branch 1 


$90. 00 
95.00 
3.63 

100.00 


**$2.'52* 


$63. 00 
65.00 
2.42 

65.00 


$101.90 

107. 55 

4.00 

110.00 




$70. 00 

72.20 

2.67 

71.70 


Hours. 
11 
11 
10 

None. 


Hours. 
10 


Rushville branch 1 


10 


Nobesville switch run 2 

Delphos and Akron, mixed 
runs 1 


10 
10 







1 Rates per month of calendar working days. 2 Rates, per day, as specified. 

Daily rates of employees called as witnesses in suits in which company is interested. 





1911 


1913 




$3.50 
2.50 


$3.85 




2.75 







Note.— A day's work (1911 and 1913), 100 miles or 10 hours. 

LAKE SHORE & MICHIGAN SOUTHERN RAILWAY CO. 

On the Lake Shore & Michigan Southern Railway the award of 
the arbitration board, as can be seen from the following table, gave 
increases in rates of pay to passenger conductors in main-line service 
of approximately 8 per cent and on branch-line trains of 7.1 per 
cent. On short turn- around trips rates to conductors were advanced 
slightly more than 13 per cent. To conductors in through and 
irregular freight services increases were given of 10.2 per cent and in 
local and pick-up freight service of 13.2 per cent. 

Baggagemen and expressmen, passenger brakemen, and collectors 
in Chicago suburban passenger service had their rates of pay advanced 
by the arbitration award from 6.1 to 6.7 per cent. On short turn- 
around runs brakemen received increases in rates of pay of 11.1 per 
cent. Brakemen in through and irregular freight- train service 
received advances of 10.3 per cent and in local and pick-up freight 
service 11.1 per cent. 



BAILBOAD LABOB ABBITBATIONS. 



371 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 





Conductors. 


Baggagemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 
cent. 


1910 


1913 


Amount. 1 c £* 


Passenger: 

Standard, per mile 

Minimum monthly rate. 

Branch lines, per dav 2 . 
Freight: 

Through and irregular, 
work, construction, 
snowplow, circus, or 
wreck train service, 
per mile 


SO. 0268 
125.00 
4.20 

.0363 

.03975 

.0363 

.0397 
95.00 

90.00 


i $0. 029 

135.00 

4.50 

i .04 

1.045 

1.0411 

.045 
107.54 
101.88 


$0.0022 

10.00 

.30 

.0037 

. 00525 

.0048 

.0053 
12.54 
11.88 


8.2 
8.0 
7.1 

10.2 

13.2 

13.2 

13.4 
13.2 
13.2 


$0.0155 
75.00 
2.75 


i $0.0165 

82.50 

2.75 


$0. 001 

7.50 

.00 


6.5 

io. a 

.0 


Way freight, local, 
pick-up, and drop, 


! 






Adrian and Fayette, 
etc., divisions, per 
mile 








Miscellaneous short turn- 
around trips: 
Sharon branch, per mile 
Hillsdale, Jonesville, 

etc., per month 

Ostego switch ran, per 














, 













I 





Joint baggage and expressmen. 


Brakemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 1913 


Amount. 


Per 
cent. 


1910 


1913 


Amount. 


Per 
cent. 


Passenger: 

Standard, per mile 

Minimum monthly rate. 
Branch lines, per dav '-. 


SO. 0165 i SO. 0175 
79.00 ; 86.50 


SO. 001 
7.50 


6.1 
9.5 


$0. 015 
70.00 
2.55 

.027 
64.00 
59.00 


i $0,016 

76.50 

2.55 

.03 
71.10 
65. 55 


SO. 001 

6.50 

.00 

.003 
7.10 
6.55 


6.7 

9.3 

.0 


Miscellaneous short turn- 
around trips: 
Sharon branch, per 








11.1 


Hillsdale, Jonesville, 
etc. , per month 






11.1 


Ostego switch run, per 








11.1 


1 











Collectors in Chicago suburban service. 




Flagmen or 


brakemen 




Class of service. 


Rate. 


Increase. 


P 


ate. 


Increase. 




1910 


1913 


Amount - cent*. 


1910 


1913 


Amount. 


Per 
cent. 


Passenger: 

Minimum monthlv rate 


S75. 00 


S79. 95 


$4. 95 fi. fi 








Freight: 

Through and irregular, 
work, construction, 
snowplow, circus, or 
wreck train service, 








SO. 0242 


i SO. 0267 
i .03 

i . 0269 


SO. 0025 
.003 
.0027 


10:8 


Way freight, local, 
pick-up, and drop, 










.027 

.0242 


ILi 


Adrian and Fayette, 
etc., divisions, per 
mile 








1L2 









1 155 miles a day or over. 

» Except Addison, Adrian, and Dundee run and Alliance division, in 1913, where rates wer9 lower. 



372 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of conductors and trainmen. 



Class of employees. 


Standard rate 
per mile. 


Mini- 
mum 
rate 
per 
day. 


Regularly as- 
signed passen- 
ger trainmen, 
monthly guar- 
anty. 


Overtime, per 
hour. 


Branch lines, 
per day. 




1910 


19131 


• 
1913 2 


1910 


1913 


1910 


1913 


1910 


1913 3 


Passenger service: 

Conductors 


$0. 0268 
.0155 

.0165 
.015 


$0. 029 
.0165 

.0175 
.016 


$4.50 
2.75 

2.88 
2.55 

2.93 

2.60 


$125. 00 
75.00 

79.00 
70.00 

75.00 


$135. 00 
82.50 

86.50 
76.50 

79. 95 

78.00 

82.50 


$0.42 
.25 


$0.45 
.275 


$4.20 
2.75 


$4.50 


Baggagemen 


2.75 


Joint baggage and ex- 
pressmen 




Brakemen 


.24 
.25 


.255 

.357 
.26 


2.55 


2.55 


Collectors in Chicago sub- 




Elagmen or rear brake- 
men 








2.60 


Joint baggagemen and 
expressmen (Lansing 
division) 



























Class of employees. 


Through and ir- 
regular freight, 
work, construc- 
tion, snowplow, 
circus, or wreck 
train service. 


Way freight, local, 
pick-up and 
drop service. 


Adrian and Fay- 
ette, etc., divi- 
sions. 




1910 


1913 l 


1910 


1913 * 


1910 


1913 1 


Freight service: 

Conductors, per mile 


$0. 0363 
.0242 


$0.04 
.0267 


$0. 03J975 
.027 


$0,045 
.03 


$0. 0363 
.0242 


$0. 0411 


Flagmen or brakemen, per mile 


.0269 



Class of employees. 



Miscellaneous short turn-around trips 

Sharon branch- 
Conductors, per mile 

Brakemen, per mile 

Hillsdale, Jonesville, etc.— 

Conductors, per month 

Brakemen, per month 

Ostego switch run- 
Conductors, per month 

Brakemen, per month 




1913 



$0. 045 
.03 



107. 54 
71.10 



101. 88 
65.55 



1 155 miles a day, or over. 

2 Less than 155 miles a day. 

a Except Addison, Adrian, and Dundee run, and Alliance division in 1913, where rates were lower. 



MAINE CENTRAL RAILROAD CO. 

On this railroad passenger conductors, on a mileage basis for a 
standard day of 155 miles through the arbitration award, received 
an increase of 8.2 per cent in rates of pay and assistant conductors, 
baggagemen, and brakemen secured advances ranging from 6.5 
to 7 per cent. Passenger conductors working under the conditions 
of a monthly guaranty had their minimum increased 8 per cent and 
baggagemen and brakemen 2.7 and 2 per cent, respectively. 

In through-freight service the rates of pay of conductors were 
advanced 10.2 per cent by the arbitration award, brakemen 10.3 
per cent, and flagmen 5.7 per cent. In local freight service the 
increases in rates of pay to conductors were 13.2 per cent, to brake- 



RAILROAD LABOR ARBITRATIONS. 



373 



men 11.1 per cent and to flagmen 7.1 percent. Yard crews secured 
an addition of 1 cent an hour to their rates, which was equivalent to 
a 2.7 per cent increase to conductors and 2.9 per cent to brakemen. 

Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 





Conductors. 


Assistant conductors. 


Class of service. 


Rate. 


Increase. Rate. 


Increase. 




191C 


1913 ! Amount. 
1 


St. m0 


1913 


Amount. 


Per 
cent. 


Passenger: 

Standard , per mile SO. 0268 

Regularly assigned passen- 
ger trainmen, monthly 

guaranty 125.00 

Freight: 

Through and irregular, per 
mile ' . 0363 


$0,029 
126.00 
.04 


SO. 0022 

1.00 

• .0037 


8.2 
6.0 
10.2 


$0. 0215 
100.00 


$0. 023 
100.00 


$6.0015 
.00 


7.0 
.0 


Local freight, per mile J 03975 . 045 


.00525 13.2 








Yard, average rate for groups 
1, 2, and 3, day and night, per 
hour 37 .38 1 .01 


2.7 





















Baggagemen. 


Brakemen. 


Flagmen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 


Rate. 


Increase. 


o 

OS 


CO 

C3 


= 
o 
E 
< 


<s 

is 


o 

OS 


■ 

CO 
C5 


i 

o 

£ 
< 


1 


o 
5a 


CO 
OS 


"5 
o 

s 
< 


1 

CJ 

PH 


Passenger: 

Standard, 
•per mile... 

R e g u larly 
ass igned. 
pas enger 
trainmen, 
m o nthly 
guaranty. . 


SO. 0155 
75.00 


SO. 0165 
77.00 


$0,001 
2.00 


6.5 
2.7 


$0. 015 

70.00 

.0242 
.027 

.34 


SO. 016 

71.40 

.0267 
.03 

.35 


SO. 001 

1.40 

.0025 
.003 

.01 


6.7 

2.0 

10.3 
11.1 

2.9 


















Freight: 

Through 
and irreg- 
ular, per 


SO. 02525 
.028 


SO. 0267 
.03 


SO. 0014-5 
.002 


3.7 


Local 

freight, 
per mile ' . 










7.1 


Yard, average 
rate for groups 
1,2, and 3, day 
and night, per 



































i Runs of 100 miles or less, either straightaway or turn-around, paid for as 100 miles. 



374 



RAILROAD LABOR ARBITRATIONS. 
Rates of pay of conductors and trainmen. 



Class of employees. 


Rate per mile. 


Regularly assigned 
passenger train- 
men, monthly 
guaranty. 


Passenger mile- 
age allowance 
for each day 
used not less 
than— 


Overtime, per 
hour. 




1910 


1913 


1910 1 


1913 


1910 


1913 


1910 2 


1913 


Passenger: 

Conductors 


$0. 0268 
.0215 


$0. 029 
.023 
.0165 
.016 
.016 


$125. 00 
100. 00 
75.00 
70.00 


$126.00 

100. 00 

77.00 

71.40 

72.80 


Miles. 
157 
157 
177 
170 


Miles. 
155 
155 
166 
159 
162 


$0.42 
.33 
.27 
.25 


$0.45 
.357 


Baggagemen 

Brakemen 

Flagmen or rear brakemen . . . 


.0155 
.0150 


.275 
.255 
.26 









Class of em- 
ployees. 


Through and 

irregular, per 

mile. 


Local freight, 
per mile. 


Work, snow- 
plow, or relief, 
per mile. 


Freight overtime, per hour. 


1910 3 


1913 3 


1910 3 


1913 3 


1910 


1913 


1910 


1913 




Through. 1 Local. 


Through. 


Local. 


Freight: 

Conductors.. 

Flagmen 

Brakemen . . 


$0. 03663 
. 02525 
.0242 


$0. 04 
.0267 
.0267 


$0. 03975 
.028 
.027 


$0,045 
.03 
.03 


$0. 0363 
. 02525 
.0242 




i 

$0. 363 $0. 3975 
.2525 .28 
. 242 : . 27 


$0.40 
.267 
.267 


$0.45 
.30 
.30 



Class of employees. 



Group 1. 



1910 1913 



Group 2. 



1910 1913 



Group 3. 



1910 1913 



Yard: * 

Day conductors, per hour . . 

Day brakemen, per hour. . . 

. Night conductors, per hour 

Night brakemen, per hour. 



$0.37 
.34 
.39 
.36 



$0.38 
.35 
.40 
.37 



$0. 



.38 
.35 



$0.37 
.34 



36 



$0.35 
.32 
.37 
.34 



$0.36 
.33 
.38 
.35 



i Overtime does not count in guaranty except such time in excess of 10 hours as is made in regular assign- 
ment. 

2 10 hours or less constitute a day's work. Overtime paid for on minute basis. 

3 Runs of 100 miles or less, either straightaway or turn-around, paid for as 100 miles. 

* Overtime: Over 10 hours paid at established rates per hour, provided employees do not work more than 
12 hours and 30 minutes, otherwise they are paid on minute basis. 



MICHIGAN CENTRAL RAILROAD CO. 

On the Michigan Central Railroad there is a general increase in 
rates of pay for passenger conductors shown *as the result of the arbi- 
tration of about 8 per cent. The only exception is to be found in the 
hourly rates for switching at certain points, which were advanced 
from 36.3 cents to 45 cents, or 24 per cent. Baggagemen and pas- 
senger brakemen on a mileage basis were advanced 6.5 and 6.7 per 
cent, respectively, and on the basis of monthly guaranties from 8 to 
10 per cent. For switching service at various points, baggagemen 
hourly rates were advanced from 24.2 to 27.5 cents, or 13.6 per cent. 

Conductors and brakemen in through freight service when working 
on a mileage basis had their rates increased as the result of the award 
of the arbitration board slightly more than 10 per cent. On local 



RAILROAD LABOR ARBITRATIONS. 



375 



freight trains conductors received advances in rates of pay per mile 
of 13.2 per cent and brakemen 11.1 per cent. Yardmen had their 
rates of pay increased 1 cent an hour, or from 2.6 to 2.9 per cent. 

On the Canada division conductors working on a monthly guaranty 
were advanced 13.2 per cent and baggagemen and brakemen 11.1 
per cent. 



Amount and per cent of increase in rates of pay of conductors and trainmen as a 
the award of the board of arbitration, effective Nov. 10, 1913. 


result of 




Conductors. 


Baggagemen. 


Class of service. 


Rate. 


Increase. 


Kate. 




1910 


1913 


Amount. 


Percent. 


1910 


1913 


Passenger: 


SO. 0268 
125.00 

4.20 

115.00 

.363 

100. 00 
100.00 

.363 
100. 00 
100. 00 

.363 

125.00 

115. 00 

.0363 
. 03975 
115. 00 
.37 

.38 

90.00 

90.00 
90.00 


SO. 029 
135.00 

4.545 

124. 20 

.45 

108. 00 
108. 00 

.45 
108. 00 
108. 00 

.45 

125. 00 

124.20 

.04 
.045 
135.00 
.38 

.39 

101.88 

101.88 
101.88 


%0. 0022 
10. 00 

.345 

9.20 

.087 

8.00 
8.00 

.087 
8.00 
8.00 

.087 

.00 

9.20 

. 0037 
.00525 
20.00 
.01 

.01 

11.88 

11.88 
11.88 


8.2 
8.0 

8.2 

8.0 

24.0 

8.0 
8.0 

24.0 

8.0 
8.0 
24.0 

.0 

8.0 

10.2 
13.2 
17.4 

2.7 

2.6 
13.2 

13.2 

13.2 


SO. 0155 
75.00 

2.75 
70.00 


$0.0165 


Minimum monthly guaranty 

Exceptions- 
No. 1, Battle Creek divis- 


82.50 
2.926 


No. 2, South Haven. South 
Bend, S. B. & N. W. 
division, Welland and 
Niagara Falls, Joliet, 
Air Line, Benton, Har- 
bor, east di , ision trains 
25 and 26; rates for the 
calendar working days 
of the month, per month. 
S. B. & N. W. division for switch- 
ing at Pinconning and Gladwin, 
per hour 


75.60 


Bridge division, Niagara division, 
St. Clair division, Michigan Mid- 
land di ision, per month... . 


65.00 
67.75 

.242 
65.00 
65.00 

.242 

75.00 
75.00 


70.20 


North Midland division, per 


73.17 


For switching at Midland, per 
hour .1 


.275 


Cano branch , per month 


70.20 


London Division, per month 

For switching at London, per hour. 

On trains Nos. 156, 157, 158, 159, on 
Mackinaw division— four crews 
per month 


70.20 
.275 

75.00 


Welland-Niagara Falls, mixed, 
per month 


81.00 


Freight: 

Through, per mile 




Way, local, etc., per mile 






Monthly guaranty 






Ypsilanti crews, per hour 






Yard, average rate, day and night, per 
hour 






Canada division: 

Amherstburg division, one 
crew, per month 


65.00 

65. 00 
67.50 


72 21 


Petrolia division, one crew and 
brakemen when wanted, per 
month 


72 21 


Leamington division, one 
crew, per month 


75.00 







376 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913— Continued. 





Baggagemen. 


Brakemen. 


Class of service. 


Increase. 


Rate. 


Increase. 




Amount. 


Per cent. 


1910 


1913 


Amount. 


Per cent. 


Passenger: 

Standard, per mile 


SO. 001 

7.50 

.176 
5.60 


6.5 
10.0 

6.4 

8.0 


$0. 015 
70.00 

2.55 

65.00 

.242 

60.00 
60.00 

.242 
60.00 
60.00 

.242 

70.00 


$0. 016 
76.50 

2.728 

70.20 

.26 

64.80 
64.80 

.26 
64.80 
64.80 

.26 

70.00 


$0. 001 
6.50 

.178 

5.20 

.018 

4.80 
4.80 

.018 
4.8/) 
4.80 

.018 

.00 


6.7 
9.3 

7.0 

8.0 

7.4 


Minimum monthly guaranty 


Exceptions- 
No. 1, Battle Creek division, 
per day 


No. 2, South Haven, South 
Bend, S. B. & N. W. divis- 
ion, Welland and Niagara 
Falls, Joliet, Air Line, Ben- 
ton Harbor, east division 
trains 25 and 26— rates for 
the calendar working days 

of the month, per month 

S. B. & N. W. division for switching 
at Pinconning and Gladwin, per 
hour 


Bridge division, Niagara division, St. 
Clair division, Michigan Midland 
division, per month 


5.20 
5.42 

.033 
5.20 
5.20 

.033 

.00 
6.00 


8.0 
8.0 

13.6 
8.0 
8.0 

13.6 

.0 

8.0 


8.0 
8.0 

7.4 
8 


North Midland division, per month 

For switching at Midland, per hour 

Cano branch, per month 


Loudon division, per month . . . 


8.0 


For switching at Loudon, per hour 

On trains Nos. 156, 157, 158, 159, on 
Mackinaw division— four crews, per 
month 


7.4 

o 


Welland-Niagara Falls, mixed, per 
month 




Freight: 

Through, per mile 


.0242 
.027 
80.00 
.34 

.35 
60.00 
60.00 


.0267 
.03 
92.50 
.35 

.36 
66.66 
66.66 


.0025 
.003 
12.50 
.01 

.01 
6.66 
6.66 


10.3 


Way, local, etc. , per mile 






11.1 


Monthlv guaranty 






15.6 


Ypsilariti crews, per hour 






2.9 


Yard, average rate, day and night, per 
hour 






2.9 


Canada division: 

Amherstburg division, one crew, 
per month 


7.21 

7.21 
7.50 


11.1 

11.1 
11.1 


11.1 


Petrolia division, one crew, and 
brakemen when wanted, per 
month 


11.1 


Leamington division, one crew, 
per month 















Rates of pay of conductors and trainmen. 



Class of service. 



Conductors. 



1910 



1913 



Brakemen. 



1910 



1913 



Freight: 

Through freight, per mile 

Way freight, local, etc., per mile 

Monthly guaranty 

Ypsilanti crews, per hour 



$0. 0363 
. 03975 
115. 00 



$0.04 
.045 
135. 00 



$0. 0242 
.027 

80.00 
.34 



$0. 0267 
.03 
i 92. 50 
.35 



i Pool freight service. 



EAILROAD LABOR ARBITRATIONS. 

Rates of pay of conductors and trainmen — Continued 



377 



Class of service. 



Passenger: 

Standard, per mile 

Overtime, per hour 2 

Do. 3 

Regularly assigned trainmen, monthly 

guaranty 

Exceptions- 
Battle Creek division, per day. 

South Haven, South Bend, 
South Bend & Northwest- 
ern division, Welland & 
Niagara Falls, Joliet, Air 
Line, Benton Harbor, east 
division trains 25 and 26, 
rates lor the calendar work- 
ing days of the month 

South Bend & Northwestern 
division, for switching at 
Pinconning and Gladwin, 
per hour 

Bridge division. Niagara divi- 
sion, St. Clair division, 
Michigan Midland division, 
monthly 

North Midland division, 
monthly * 

For switching at Midland, 
per hour 

Caro Branch, per month 4 

London division, per month . . 

For switching at London, per 
hour 

On trains Nos. 156, 157, 158, 
159, on Mackinaw division, 
4 crews, per month 

Welland-N iagara Falls, mixed . 



Conductors. 



1910 



$0. 0268 
.42 
.35 

125. 00 

4.20 



115.00 



,3630 



100.00 
100.00 

.363 

100.00 
100. 00 

.363 



125. 00 
115.00 



1913 



l $0. 029 
.45 
.45 

135.00 

4.545 



124.20 



108. 00 

108. 00 

.45 
108.00 
108. 00 



45 



125.00 
124. 20 



Baggagemen. 



1910 



$0.0155 
.25 
.24 

75.00 

2.75 



70.00 



65.00 

67.75 

.242 
65.00 
65.00 

.242 



75.00 
75.00 



1913 



$0. 0165 
.275 
.275. 

82.50 

2. 926 



75.60 



.275 



70.20 

73.17 

.275 
70.20 
70.20 



275 



75.00 
81.00 



Brakemen. 



1910 



$0,015 
.24 
.23 

70.00 

2.55 



65.00 



.242 



60.00 

60.00 

.242 
60.00 
60.00 



,242 



70.00 



1913 



$0. 016 
.255 
.255 

76.50 

2.728 



70.20 



.26 



64.80 

64.80 

.26 
64.80 
64.80 



.26 



70.00 





Day conduc- 
tors. 


Day brake- 
men. 


Night conduc- 
tors. 


Night brake- 
men. 




1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


Yard service, all yards 


$0. 37 


?0.38 


$0.34 


$0.35 


$0.39 


$0.40 


$0.36 


$0.37 



Yard service. 


Conductors. 


Baggagemen. 


Brakemen. 


1910 


1913 


1910 


1913 


1910 


1913 


Canada division: 

Amherst division, one crew, per 
month 


$90.00 
90.00 
90.00 


$101. 88 
101. 88 
101. 88 


1 

$65.00 ! 
65. 00 | 
67. 50 


$72. 21 
72. 21 
75.00 


$60. 00 
60.00 


$66. 66 


Petrolia division, one crew and brake- 
men when wanted, per month 

Leamington division, one crew, per 
month 


66.66 









1 Rate for runs of 155 miles per day and over. Runs of less than 155 miles: Conductors, $4.50 per day; 
baggagemen, $2.75 per day; brakemen, $2.55 per day. 
» For crews where conductors earn more than $125 per month. 
3 For crews where conductors earn less than $125 per month. 
* One day off each week exclusive of Sunday. 



378 



RAILROAD LABOR ARBITRATIONS. 



NEW YORK CENTRAL & HUDSON RIYER RAILROAD CO. 

As the result of the award of the arbitration board, conductors in 
main and branch line passenger service and on milk trains had their 
rates of pay advanced about 8 per cent. In through and irregular 
freight service increases to conductors on a mileage basis amounted 
to 10.2 per cent; and in local and pick-up freight service, to 13.2 
per cent. Assistant conductors had their rates of pay advanced 
about 7 per cent. 

Baggagemen employed on the basis of a standard day of 155 miles 
received an increase in rates of pay of 6.5 per cent, while in branch- 
line service on the basis of a monthly guaranty, they secured an 
increase of approximately 10 per cent as the result of the arbitration 
award. 

The rates paid to passenger brakemen were from 6.7 to 11.4 per 
cent higher with the exception of one run at a rate 24 per cent higher 
after the award of the arbitration board. In through-freight service 
brakemen secured an advance in rates of pay of 10.3 per cent; in 
work and construction service, 6.8 per cent; and on local and pick-up 



freight, 11.1 per 
Yardmen hac 



cent. 



Lad their rates advanced 1 cent an hour, which is 
equivalent to an increase of 2.7 to 2.9 per cent. 

Amount and per cent of increase in rates of pay^ of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 





Conductors. 


Assistant conductors. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 

cent. 


1910 


1913 


Amount. 


Per 
cent. 


Passenger: 

Standard, per mile 


$0. 0268 

4.20 
125.00 

.024 

105. 00 
122.00 

105.00 
110.00 
115.00 
115.00 

115.00 

120. 00 

115.00 
115.00 
105.00 


$0,029 

4.50 
135. 00 

.026 

113.40 
131. 76 

113.40 
118. 80 
124. 20 
124.20 

124.20 

129. 60 

124.20 
124.20 
113.40 


$0. 0022 

.30 
10.00 

.002 

8.40 
9.76 

8.40 
8.80 
9.20 
9.20 

9.20 

9.60 

9.20 
9.20 
8.40 


8.2 

7.1. 
8.0 

8.3 

8.0 
8.0 

8.0 
8.0 
8.0 
8.0 

8.0 

8.0 

8.0 
8.0 
8.0 


$0.0215 

3.35 
100.00 


$0. 023 

3.57 
106. 57 


$0. 0015 

.22 
6.57 


7.0 


Minimum allowance, per 


6.6 




6.6 


Pay on trains between New 
York and Buffalo or 
Weehawken and Suspen- 
sion Bridge and Buffalo, 




Branch passenger: 

Chenango branch, Syracuse 










Chenango branch, Earlville 










Hudson division; Thirtieth 
Street and Spuyten- 
Duyvil branch, per 










Harlem division, Mehopac 

branch, per month 

Wellsboro branch, per 


















Morris Run branch, per 










Walkill Valley branch- 
Kingston and Mont- 
gomery crew, per 










Kingston & Campbell 

crew, per month 

Cape Vincent' branch, per 


















PennYan bran ch,per month . 
Rossiter branch, per month. 



















RAILROAD LABOR ARBITRATIONS. 



379 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913 — Continued. 





Conductors. 


Assistant conductors. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 
cent. 


1910 


1913 


Amount. ^ 


Milk trains: 

Mohawk division, per mile. 
Mohawk division, mini- 


SO. 0268 
4.60 
.0268 

4.60 

.0363 

.0363 

. 03975 

.37 


SO. 029 
4.9S 
0.29 

4.98 

.04 

.04 

.045 

.38 


SO. 0022 
.38 
.0022 

.38 

.0037 

.0037 

.00525 

.01 


8.2 
8.3 
8.2 

8.3 
10.2 
10.2 
13.2 

2.7 


















St. Lawrence~and Ontario 
division, per mile 

St. Lawrence and Ontario 
division, minimum wage, 


















Freight: 

Through and irregular, per 










Work, construction, 
and wreck train serv- 










Local freight, pick-up 
and drop service, per 
mile 3 










Yard, average rate for groups 
1, 2, and 3, day and night, 





















Baggagemen. 


Flagmen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 
cent. 


1910 


1913 


Amount. 


Per 
cent. 


Passenger: 


$0. 0155 
2.75 
75.00 

.0139 

62.00 
70.00 

60.00 

66.00 
69.09 


$0. 0165 
2.75 
82.50 

.0149 

68.20 
77.00 

66.00 

72.50 
75.90 


$0,001 

.00 

7.50 

.001 

6.20 
7.00 

6.00 

6.50 
6.81 


6.5 

.0 

10.0 

7.2 

10.0 
10.0 

10.0 

9.8 
9.9 


$0. 01525 


$0. 016 


$0.00075 


4.9 


Minimum allowance, per day 






72.50 
.0137 


78.00 
.0146 


5.50 
.0009 


7 6 


Pay on trains between New 
York and Buffalo, or 
Weehauken and Suspen- 
sion Bridge and Buftalo, 


6 6 


Branch passenger: 

Chenango branch, Syracuse 
crew, per month 




Chenango branch. Earlville 
crew, per month 










Hudson division; Thirtieth 
Street and Spuyten- 
Duvvil branch, per month. 










Harlem division, Mehopac 

branch, per month 

Wellsboro branch, per month 
















Morris Run branch, per 
month 








Walkill Valley Branch- 
Kingston and Montgom- 
ery crew, per month... 


69.00 

69.00 

69.00 
69.00 


75.90 

75.90 

75.90 
75.90 


6.90 

6.90 

6.90 
6.90 


10.0 

10.0 

10.0 
10.0 










Kingston and Campbell 
crew, per month 










Cape Vincent Branch, per 
month 










PennYan branch, per month. 










Freight: 

Through and irregular, per 
mile 


. 02525 


.0267 


. 0014.5 

. 00145 
.002 




Work, construction, and 
wreck train service, per 
mile 2 










.02525 .0267 


5.7 


Local freight, pick-up ard 
drop service, per mile 3 










.028 1 - 03 


7.1 













380 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913 — Continued. 





Brakemen. 


Milk messengers, baggagemen, 
and trainmen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 

cent. 


1910 


1913 


Amount. 


Per 

cent. 


Passenger: 

Standard, per mile 


$0. 015 

2.55 

70.00 

.0134 

62.00 
70.00 

60.00 

62.00 
i .0242 

1.0242 

69.00 

69.00 

65.00 
69.00 


$0,016 

2.55 

76.50 

.0143 

69.08 
78.00 

66.85 

69.08 
1.0267 

1.03 

76.88 
76.88 

72.43 

76.88 


$0,001 

.00 

6.50 

.0009 

7.08 
8.00 

6.85 

7.08 
.0025 

.0058 

7.88 
7.88 

7.43 

7.88 


6.7 

.0 

9.3 

6.7 

11.4 
11.4 

11.4 

11.4 
10.3 

24.0 

11.4 

11.4 

11.4 
11.4 










Minimum allowanee, per day. 










Monthly guaranty 










Pay on trains between New 
York and Buffalo or Wee- 
hawken and Suspension 
Bridge and Buffalo, per 










Branch passenger: 

Chenango branch, Syracuse 










Chenango branch, Earlville 










Hudson division; Thirtieth 
Street and Spuyten-Duyvil 
branch, per month 










Harlem division, Mahopac 
branch, per month 










Wellsboro branch 










Morris Run branch, per 
month 










Walkill Valley branch— • 
Kingston and Montgom- 
ery crew, per month 

Kingston and Campbell 

crew, per month 

Cape Vincent branch, per 


























Penn Yan branch, per month. 
Milk train: 










$0.0155 
2.75 
.0155 

2.75 


$0. 0165 
2.93 
.0165 

2.93 


$0,001 
.18 
.001 

.18 


6.5 


Mohawk division, minimum 










6.5 


• St. Lawrence and Ontario 










6.5 


St. Lawrence and Ontario 
division, minimum wage 










6.5 


Freight: 

Through and irregular, per 


.0242 

.025 
.027 

.34 


.0267 

.0267 
.03 

.35 


.0025 

.0017 
.003 

.01 


10.3 

6.8 
11.1 

2.9 




Work, construction, and 
wreck train service, per 










Local freight, pick-up and 

drop service, per mile 3 

Yard, average rate for groups 1, 
2, and 3, day and night, per 





























i Per mile. 

2 Including "ballast and filling" service in 1910; and snowplow and circus train service in 1913. 

8 Including "mine" service in 1913. 



EAILROAD LABOR ARBITRATIONS. 

Rates of pay of conductors and trainmen. 



381 



Class of employ- 
ees. 


Standard rate 
per mile. 


Minimum al- 
lowance per 
day. 


Regularly as- 
signed pas- 
senger train- 
men, month- 
ly guaranty. 


Overtime per 
hour. 


Pay on trains be- 
tween New York 
and Buffalo or 
Weehawken and 
Suspension 
Bridge and Buf- 
falo, permile. 




1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


Passenger serv- 
ice: 
Conductors . 
Assistant 


Cents. 
2.68 

2.15 

1.55 

1.525 

1.50 


Cents. 
2.90 

2.30 
1.65 
1.60 
1.60 


$4.20 

3.35 
2.75 

"2. 55' 


$4.50 

3.57 
2.75 
2.60 
2.55 


$125. 00 

100.00 
75.00 
72.50 
70.00 


$135. 00 

106.57 
82.50 
78.00 
76.50 


Cents. 
42 

33 
25 

24 
24 


Cents. 
45. 

35.7 
27.5 
26.0 
25.5 


Cents. 
2.40 


Cents. 
2.60 


Baggagemen 

Flagmen 

Brakemen .. 


1.39 
1.37 
1.34 


1.49 
1.46 
1.43 



Class of employees. 


Chenango branch, 
S3 r racuse crew. 


Chenango branch, 
Earlville crew. 


Hudson division, 
Thirtieth Street 
and Spuyten 
Duyvil branch. 




1910 


1913 


1910 


1913 


1910 


1913 


Branch passenger: 

Conductors, per month 


$105. 00 
62.00 
62.00 


$113. 40 
68.20 
69.08 


$122.00 
70.00 
70.00 


$131. 76 
77.00 
78.00 


$105. 00 
60.00 
60.00 


$113. 40 




66.00 




66.85 






Class of employees. 


Harlem division, 
Mahopac branch. 


Wellsboro branch. ! Morris Run branch. 

1 




1910 


1913 


1910 


1913 1910 


1913 


Branch passenger: 

Conductors, per month 


$110.00 
66.00 
62.00 


$118.80 
72.50 
69.08 


$115.00 
69.09 
0) 


$124.20 $115.00 SI 24. 20 


Baggagemen, per month 


75.90 
0) 






Brakemen, per month 


( 2 ) 


( 2 ) 





Class of employees. 



Walkill Valley 
branch, Kings- 
ton and Mont- 
gomery crew. 



1910 



1913 



Walkill Valley 
branch, Kings- 
ton and Camp- 
bell crew. 



Cape Vincent 
branch. 



1910 



1913 



1910 



1913 



Branch passenger: 

Conductors, per month.. 
Baggageman, per month 
Brakemen, per month... 



$115. 00 $124. 20 
69.00 ; 75.90 
69.00 I 76.88 



$120.00 
69.00 
69.00 



$129. 60 $115. 00 $124. 20 
75. 90 69. 00 75. 90 

76.88 65.00 72.43 



Class of employees. 


Penn Yan branch. 


Phillipsburg branch Rossiter branch. 


1910 


1913 


1910 1913 1910 


1913 


Branch passenger: 

Conductors, per month 


$115.00 
69.00 
69.00 


$124. 20 


$110.00 


$105.00 


$113. 40 


Baggagemen , per month 


75.90 
76.88 








Brakemen, per month 


62.00 













Through freight rates, 2.67 cents per mile. 



* Through freight rates, 3 cents per mile. 



382 



RAILROAD LABOR ARBITRATIONS. 
Rates of pay of conductors and trainmen— Continued. 



Class of employees. 



Mohawk divisioD. 



1910 



1913 



St. Lawrence and 
Ontario division. 



1910 



1913 



Milk trains: 

Conductors, per mile 

Minimum daily wage 

Milk messengers, baggagemen, and trainmen, per 

mile 

Minimum daily wage 



$0.0268 
4.60 



.0155 
2.75 



$0. 029 



.0165 
2.93 



$0. 0268 
4.60 



.0155 
2.75 



$0,029 

4.98 



.0165 
2.93 



Class of employees. 



Through and irreg 
ular freight. 



1910 



1913 



Local freight: Pick- 
up and drop 
service. 1 



1910 



1913 



Work, construc- 
tion, and wreck 
train service. 2 



1910 



1913 



Freight service: 

Conductors, per mile 
Flagmen, per mile . . 
Brakemen, per mile. 



Cents. 
3.63 
2.525 
2.42 



Cents. 
4 

2.67 
2.67 



Cents. 
3.975 
2.8 
2.7 



Cents. 
4.5 
3 
3 



Cents. 
3.63 
2.525 
2.5 



Cents. 
4 

2.67 
2.67 



Class of employees. 



Group 1. 



1910 1913 



Group 2. 



1910 1913 



Group 3. 



1910 1913 



Yard rates: 

Day conductors, per hour . . 
Day brakemen, per hour . . . 
Night conductors, per hour 
Night brakemen, per hour . 



Cents. 
37 
34 
39 
36 



Cents. 
38 
35 
40 
37 



Cents. 
36 
33 
38 
35 



Cents. 
37 
34 
39 
36 



Cents. 
35 
32 
37 
34 



Cents. 
36 
33 
33 
35 



i Including mine service in 1913. 
*2 Including ballast and filling service in 1910 and snowplow and circus-train service in 1913. 

Specified runs. — Trains running between the following points are local pick-up and drop trains with the 
increase of 1913 over 1910 shown in above columns: East Rochester and Canandaigua, East Rochester and 
Charlotte, East Rochester and Fairport, East Buffalo and Oakfield, East Buffalo and Suspension Bridge. 
Depew special, De Witt and Syracuse, De Witt and Auburn Lyons and Auburn via Geneva, Frankfort 
and New York Mills, Troy and Renesselaer; Troy, Green Island; Cohoes, and B. & M. yard; Utica and 
Broad Street, Weehawken and Cornwall, Weehawken and Kingston, Kingston and New Paltz, Kingston 
and Ravenna, Ravenna and Albany, Ravenna and Newburgh, Weehawken and Newburgh, and Congers 
ice train. 

NEW YORK, CHICAGO & ST. LOUIS RAILROAD CO. 

On this railroad the increase to passenger conductors growing out 
of the award of the arbitration board, averaged on the basis of 
specified runs, was 8.0 per cent; to passenger brakemen, 4.3 per 
cent; and to baggagemen, 3.8 per cent. 

In through-freight service conductors and brakemen had their 
rates of pay advanced 10 per cent, and in local and pick-up freight- 
train service conductors were allowed an increase of slightly more 
than 13 per cent, and brakemen an advance of slightly more than 
11 per cent. 



RAILROAD LABOR ARBITRATIONS. 



383 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 



Class of service. 



Passenger: Average rate for 
specified runs 

Through freight: Average 
rate for specified runs 

Pick-up rates: Average rate 
for specified runs , 

Local freight rates: Average 
rate for specified runs 

Work-train rates: All divi- 
sions 



Conductors. 



Rate. 



$5.25 
4.64 
5.06 
4.04 
3.70 



$5.67 
5.10 
5.74 
4.57 
4.00 



Increase. 



$0.42 
.46 



8.0 
10.0 
13.4 
13.1 

8.1 



Brakemen. 



Rate. 



$3.03 
3.09 
3.45 
2.74 
2.65 



$3.16 
3.40 
3.83 

3.05 
2.67 



Increase. 



$0.13 
.31 
.38 
.31 
.02 



4.3 
10.0 
11.0 
11.3 

0.8 



Baggagemen. 



Rate. 



$3.20 



Increase. 



$3.32 $0.12 



3.8 



Class of service. 



Foremen. 



Rate. 



Helpers. 



Rate. 



Increase. 



Yard: Average rate, day and night, 
for- 
Buffalo, Conncaut. Cleveland. 
Bellevue. and Fort Wayne. 

per hour 

Chicago, per hour 

Erie and Fostoria. day only, per 
hour 



$0.38 
.38 



36 



SO. 01 
.02 



2.6 
5.3 



SO. 36 
.37 



.34 



SO. 01 
.02 



2.8 
5.7 



3.0 



Rates of pay of conductors and trainmen. 



Runs. 


Mileage. 


Conductors. 


Brakemen. 


Baggage- 
men. 


Overtime 
after— 




1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


Passenger: 

Buffalo to Bellevue or reverse . . . 
Bellevue to Chicago or reverse.. . 
Cleveland to Chicago or reverse . . 


248 
275 
340 
88 
184 
128 


248 
275 


S6.65 
7. 35 


$7.19 
7.98 


S3. 70 
4.10 


S3. 97 
4.40 


S3. 85 
4.25 
5.25 

2.75 
2.85 
2.75 
2.75 
.27 


S4.09 
4.54 

2." 75" 
3.04 
2.75 
2.75 

.275 


Hours. 

(') 
0) 

10 
10 
10 
10 


Hours. 
12-24 
13-45 


Buffalo to Erie or reverse 

Buffalo to Cleveland or reverse. . 
Cleveland to Bellevue and return 
Cleveland to Dover and return. . 


184 
128 


4. 20 | 4. 50 
4.90 : 5.34 
4.20 ; 4.50 
4. 20 , 4. 50 
. 42 - 45 


2.55 
2.75 
2. 55 
2. 55 
.23 

2.75 
3.20 

3.00 

3.40 
.24 


2.55 
2.94 
2.55 

2. 55 
.255 

3.04 
3.52 

3.96 

3.31 

3.74 
.30 


""9-i2 

8 
( 2 ) 


Rate for overtime per hour, all runs. . 






Through freight: 

Buffalo Junction to Conneaut or 


114 
132 


114 

132 

137 
124 
140 


4.15 
4.80 

4.50 

5.10 
.36 


4.56 
5.28 

5.94 

4.96 

•5.60 
.45 


11-24 
13-12 


11-24 


Conneaut to Bellevue or reverse. . 






13-12 


Conneaut to Bellevue or reverse 
via South Lorain 






13-42 


Bellevue to West Fort Wayne 
or reverse 


124 

140 






12-24 
14 


12-24 


West Fort Wayne to Stony 
Island or reverse 






14 


Rate for overtime per hour, all runs. . 



















1 2 hours more than schedule time, pro rata. 



» 8 hours on or held for duty 12 hours. 



384" 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of conductors and trainmen — Continued. 



Runs. 



Pick-up rates: 

Buffalo Junction to 
Conneaut or re- 
verse 

Conneaut to Belle- 
vue or reverse 

Belle vue to West 
Fort Wayne or re- 
verse 

West Fort Wayne 
to Stony Island or 

reverse 

Local freight rates: 

Buffalo Junction to 
Conneaut or re- 
verse. 

Buffalo Junction to 
Brockton and re- 
turn 

Brockton to Con- 
neaut or reverse. . . 

Cleveland to Con- 
neaut or reverse . . 

Cleveland to Belle- 
vue or reverse 

Bellevue to Leipsic 
Junction or re- 
verse 

Leipsic Junction to 
West Fort Wayne 
or reverse 

Fort Wayne to Knox 
or reverse 

Knox to Stony Is- 
land or reverse 

Work train rates, all di- 
visions, per day 



1910 



1913 



Conductors. 



1910 



114 $4.55 



5.25 
4.90 
5.55 

4.55 

3.975 
3.975 
3. 975 
3.975 

3.975 

3.975 
3.975 
3. 975 
3.70 



1913 



$5.13 
5.94 

5.58 

6.30 

5.13 

4.50 
4.50 
4.50 
4.50 

4.50 

4.50 
4.50 
4.50 
4.00 



Brakemen. 



1910 



$3.10 
3.55 

3.35 

3.80 

3.10 

2.70 
2.70 
2.70 
2.70 

2.70 

2.70 
2.70 
2.70 
2.65 



1913 



$3.42 
3.96 

3.72 

4.20 

3.42 

3.00 
3.00 
3.00 
3.00 

3.00 

3.00 
3.00 
3.00 
2.67 



Overtime 
after (hours)- 



1910 



11-24 
13-12 

12-24 

14 

10 

10 
10 
10 
10 



1913 



11-24 
13-12 

12-24 

14 

11.24 

10 
10 
10 
10 

10 

10 
10 
10 



All divisions, overtime 
rate per hour. 



Conductors. Brakemen 



1910 



$0,395 



$0.45 



395 



.37 



1913 



40 



1910 



$0.27 



1913 



$0.30 



,30 



,267 



Yard service. 



Buffalo 

Conneaut... 
Cleveland .. 

Bellevue 

Fort Wayne 

Chicago 

Erie 

Fostoria 



Rate per hour. 



Day foremen. 



1910 



$0.37 



1913 



$0.38 



Night foremen. 



1910 



$0.39 
.40 



1913 



.40 



Day helper. 



1910 



$0.34 



1913 



$0.35 



Night helper. 



1910 



$0.36 
.37 



1913 



$0.37 
.37 



RAILROAD LABOR ARBITRATIONS. 



385 



NEW YORK, NEW HAVEN & HARTFORD RAILROAD CO., NEW YORK, 
ONTARIO & WESTERN RAILWAY CO., AND PHILADELPHIA & READING 
RAILWAY CO. 

The tables for the three roads next submitted show no variations 
from the usual increases resulting from the award of the arbitration 
board, and consequently require no comment. 

NEW YORK, NEW HAVEN & HARTFORD RAILROAD CO. 

Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 





Conductors. 


Assistant conductors and ticket 
collectors. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 
cent. 


1910 


1913 


Amount. 


Per 
cent. 


Passenger: 

Standard , steam and elec- 
tric, per mile 

Regularly assigned pass- 
enger t r a inme n , 

monthly guaranty 

Freight: 

Through and irregular, 


SO. 02C8 

125. 00 

.0363 
. 03975 

.0363 

.38 

2.96 
3.04 
3.12 


SO. 029 

125.00 

.04 
.045 

.04 

.39 

3.04 
3.12 
3.20 


SO. 0022 

.00 

.0037 
. 00525 

.0037 

.01 

.08 
.OS 
.08 


8.2 

.0 

10.2 
13.2 

10.2 

2.6 

2.7 
2.6 
2.6 


SO. 0215 
100. 00 


SO. 023 
100.00 


$0. 0015 
.00 


7.0 
.0 


Local or pick-up. per mile. 
Work, construction, snow- 
plow, or wrecking 

trains, per mile 

Yard: 

10 hours- 
Average rate, day 
and night, per hour. 
8 hours- 
First trick, per day. . 
Second trick, per day . 








































Third trick, per day.. 
















Baggagemen. 


Brakemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 
cent. 


1910 


1913 


Amount. 


Per 
cent. 


Passenger: 

Standard , steam and elec- 


SO. 0155 
75.00 


SO. 0165 
77.35 


SO. 001 
2.35 


6.5 
3.1 


SO. 015 

70.00 

.0242 
.027 

.0242 

.35 

2.72 

2.80 

2.88 


SO. 016 

72.35 

.0267 
.03 

.0267 

.36 

2.80 
2.88 
2.96 


SO. 001 

2.35 

.0025 
.003 

.0025 

.01 

.08 
.08 
.08 


6.7 


Regularly assigned pass- 
enger trainmen, 

monthly guaranty 

Freight: 

Through and irregular, 


3.4 
10.3 


Local or pick-up, per mile. 
Work, construction, snow- 
plow, or wrecking 










11.1 










10.3 


Yard: 

10 hours- 
Average rate, day and 
night, per hour 










2.9 


8 hours- 










2.9 


Second trick, per day. 










2.9 


Third trick, per day. . 










2.8 















51393°— S. Doc. 493, 64-1- 



-25 



386 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913 — Continued. 





Flagmen. 


Switchmen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 
cent. 


1910 


1913 


Amount. 


Per 
cent. 


Freight: 

Through and irregular, 
per mile 


SO. 02525 
.028 

. 02525 


$0. 0267 
.03 

.0267 


SO. 00145 
.002 

. 00145 


5.7 
7.1 

5.7 










Local or pick-up, per mile. 










Work, construction, snow- 
plow, or wrecking 
trains, per mile 










Yard: 

10 hours- 
Average rate, day and 
night , per hour 


SO. 35 

2.72 
2.80 

2.88 


$0.36 

2.80 
2.88 
2.96 


$0.01 

.08 
.08 
.08 


2.9 


8 hours — 

First trick, per day. 
Second trick, per day. 










2.9 










2.9 


Third trick, per day. 








2.8 













Rates of pay of conductors and trainmen. 



Class of service. 



Conductors. 



1910 



1913 



Assistant conductors 
and ticket collectors. 



1910 



1913 



Standard, steam and electric, per mile 

Minimum mileage allowance, per day 

Regularly assigned passenger trainmen, monthly 

guaranty 

Freight: 

Through and irregular, per mile 

Local or pick-up, per mile 

Work, construction, snow-plow or wrecking trains, 

per mile 

Overtime: 

Passenger, per hour 

Through freight: Work, construction, snow-plow, or 

wrecking trains, per hour 

Local or pick-up freight, per hour 



$0. 
157 



125. 00 



$0,029 
U55 



125. 00 



$0. 0215 
U56 



100.00 



$0. 023 
155 



100. 00 



,0363 
, 03975 



.0363 
.42 



363 
3975 



.04 

.045 



.04 

.45 



,357 



Class of service. 


Bagga 


*emen. 


Flagmen. 


Brakemen. 


1910 


1913 


1910 


1913 


1910 


1913 


Passenger: 

Standard, steam and electric, 


$0. 0155 
U77 
75.00 


$0. 0165 
i 166 
77.35 




$0. 016 
U62 
72.35 

.0267 
.03 

.0267 
.26 

.267 
.30 


$0,015 
U70 
70.00 

.0242 

.027 

.0242 
.25 

.242 
.27 


$0. 016 


Mmimum mileage allowance, 




i 159 


Regularly assigned passenger 
trainmen; monthly guaranty. 
Freight: 

Through and irregular, per 




72.35 


SO. 02525 
.028 

. 02525 


.0267 








.03 


Work, construction, snow- 
plow, or wrecking trains, per 






.0267 


Overtime: 


.27 


.275 


.255 


Through freight: Work, construc- 
tion, snow-plow, or wreck- 


.2525 
.28 


.267 








.30 











i Miles. 






RAILROAD LABOR ARBITRATIONS. 
Rates of pay of conductors and trainmen — Continued. 



387 



Yard service. 



Conductors. Switchmen. | Brakemen 




10 hours: 

Day, per hour 

Night, per hour 

8 hours: 

First trick, per day... 

Second trick, per day. 

Third trick, per day.. 



Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in 
terms of percentages. 



NEW YORK, ONTARIO & WESTERN RAILWAY CO. 

Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10. 19 IS. 



Class of employees. 


Passenger, 
per mile. 


Increase. 


Through and ir- 
regular freight, 
work, wreek. 
construction, 
andsnowplow, 
per mile. 


Increase. 




1911 1914 


Amount. 


Percent. 


1911 


1914 


Amount. 


Percent. 


Conductors 


SO. 0208 ISO. 029 
.0155 .0165 


SO. 0022 
.001 


8.2 
6.5 


SO. 0363 


SO. 04 


80.0037 


10.2 










. 02525 


.0267 


.00145 


5.7 




. oio .oio 


.001 


6.7 















Class of employees. 


Passenger, Increase 
per day. increase. 


Local or pick-up, 
per mile. 


Increase. 




19111 1914 2 


Amount. 


Percent. 


1911 


1914 3 


Amount. 


Percent. 


Conductors 


S4. 20 S4. 50 


SO. 30 
.00 


7.1 
0.0 


SO. 03975 


SO. 045 


SO. 00525 


13.2 




2.75 


2.75 






.028 


.03 


.002 


7.1 




2.55 


2.55 


.00 


0.0 















Class of employees. 


Milk train, 
per day. 


Increase. 


Yard service, 
per day. 


Increase. 




1911 


1914 


Amount. 


Percent. 


1911 


1914 


i 
Amount. ! Percent. 




S3. 93 
2.52 
2.65 
2. 42 
2.55 


S4. 33 
2.68 
2.91 
2.68 
2.81 


SO. 40 
.16 
.26 
.26 
.26 


10.2 
6.4 
9.8 










Flagmen (through milk) . . . 
Flagmen (local milk) 


















10.7 
10.2 


















Yard conductors: 

Dav 


S3. .50 
3.70 

3.20 
3.40 


S3. 00 
3.80 

3.30 
3.50 


SO. 10 
.10 

.10 
.10 


2.9 


Night 










2.7 


Yardmen: 

Day 










3.1 


Night 










2.9 















1 Any excess of mileage over 150 miles per day paid at mileage rates. 

2 Applicable only to runs of less than 155 miles per day. 

* Runs of 100 miles or less, either straightaway or turn around, paid for as 100 miles. 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of conductors and trainmen. 



Class of employees. 


Passenger, per mile. 


Passenger, per day. 


Through and irreg- 
ular freight, work, 
wreck, construc- 
tion, and snow- 
plow per mile. 




1911 


1914 


19111 


1914 2 


1911 


1914 




SO. 0268 
. 0155 


$0. 029 
.0165 
.016 
.016 


$4.20 
2.75 


S4.50 
2.75 
2.60 
2.55 


SO. 0363 


SO 04 








.02525 


.0 9 67 




.015 


2.55 


. ,:> 67 




.0242 

















Class of employees. 


Local or pick-up, 
per mile. 


Milk train, 
per day. 


Yard service, 
per day. 




1911 


1914 8 


1911 


1914 


1911 


1914 




$0. 03975 
.028 


$0. 045 
.03 
.03 


S3. 93 


S4. 33 






Flagmen or rear trainmen 
















.027 














2.52 
2.65 
2.42 
2.55 


2.68 
2.91 
2.68 

2.81 




































Yard conductors: 

Day 






S3. 50 
3.70 

3.20 
3.40 


13.60 


Night 










3.80 


Yardmen: 

Dav 










3.30 


Night .' 










3.50 















i Any excess of mileage over 150 miles per day paid at mileage rates. 

2 Applicable only to runs of less than 155 miles per day. 

» Runs of 100 miles or less either straightaway or turn around paid for as 100 miles. 



PHILADELPHIA & READING RY. CO. 



Amount and per cent of increase in rates of pay^ of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 





Conductors. 


Baggagemen. 


Flagmen or rear hrakemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 


Rate. 


Increase. 




o 

o 
1—1 


CO 

o 


1 


"3 
as 

a 

Ph 


o. 

o 




a 
o 

a 
< 


1 

tr 
P- 


o 
c. 


CO 
OS 


c 

a 


1 
a 

<s 
Ph 


Passenger: 

R uns of 155 miles 

or over, per mile 
Runs of less than 

155 miles, per 


$0. 0268 
4.20 

.0363 
. 03975 

.365 


$ 0. 029 
4.50 

.04 
.045 

.375 


$0. 0022 
.30 

.0037 
.00525 

.01 


8.2 
7.1 

10 2 
13.2 

2.7 


$0. 0155 
2.75 


$0. 0165 
2.75 


SO. 001 
.00 


6.5 
.0 


$0. 0152 


SO. 01 6 


#0. 0008 


5.3 


Freight: 

Through and ir- 
regular, work, 
construction, 
wreck train, 
etc., per mile... 
Local-freight serv- 
ice, per mile 

Yard: Average rate 
for groups 1 and 2, 
day and night, per 





























































RAILROAD LABOR ARBITRATIONS. 



389 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913 — Continued. 





Brakemcn. 


Flagmen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 
cent. 


1910 


1913 


Amount. 


T'or 
cent. 


Passenger: 

Runs of 155 miles or over, per 
mile 


SO. 015 
2.55 

.0242 
.027 

.335 


SO. 016 
2.55 

.0267 
.03 

.345 


80. 001 

.00 

.0025 
.003 

.01 


6.7 
.0 

10.3 
11.1 

3.0 










Runs of less than 155 miles, 










Freight: 

Through and irregular, work, 
construction, wreck train, 
etc., per mile 


SO. 02525 
.028 


SO. 0267 
.03 


SO. 00145 
.002 


5.7 


Local-freight service, per mile. 

Yard: Average rate for groups 1 

and 2, day and night, per hour. . 


7.1 











Rates of pay of conductors and trainmen. 



Class of employees. 


Runs of 155 miles 
or over, per mile. 


Runs of less 

than 155 miles, 

per day. 


Overtime, per 
hour. 


Regularly assigned 
passenger train- 
men, monthly 
guaranty. 




1910 


1913 


1910 


1913 


1910 1 


1913 


1910 


1913 


Passenger: 

Conductors 


SO. 0268 


SO. 029 
.023 
.0165 

.016 
.016 

.04 

.0267 

.0267 

.045 

.03 

.03 


$4.20 
2.75 

""2. 55' 


S4.50 
3.57 
2.75 

2.60 
2.55 


$0.42 


$0.45 
.357 
.275 

.26 
.25 

( 2 ) 
( 2 ) 
( 2 ) 




S135.00 


Assistant conductors 






Baggagemen 


.0155 

.0152 
.015 

.0363 

.02525 

.0242 

. 03975 

.02S 

.027 


.25 




82.50 


Flagmen and rear brake- 
men 




78.00 


Brakemen 


.24 

( 2 ) 
( 2 ) 
( 2 ) 




76.50 


Through and irregular freight, 
work, construction, wreck 
train, etc.: 
Conductors 






Flagmen 










Brakemen 










Local freight service: 

Conductors 










Flagmen 














Brakemen 




























employee 


3. 






Rate p 


ir hour. 


Class of 


Group 1. 


Group 2. 




1910 


1913 


1910 


1913 


Yard service: :i 

Day conductors 


SO. 36 
.33 
.38 
.35 


SO. 37 
.34 
.39 
3fi 


$0.35 
.32 
.37 
.34 


SO 36 


Day brakemen 


33 


Night conductors 


38 


Night brakemen 


.35 











1 On short turn-around runs no single trip of which exceeds 80 miles. Overtime on runs of 155 miles per 
day or over on basis of 20 miles per hour. 

2 Overtime, 1910-1913: On runs of 100 miles or less, overtime paid for all time in excess of 10 hours, and 
on runs of over 100 miles overtime paid for the time used in excess of the time necessary to complete the 
trip at an average speed of 10 miles per hour. 

3 Ten hours or less constitute a day. Overtime pro rata. In computing overtime actual time used. 

Note.— Increases in 1913 over 1910 for services not specified are shown in Article E of the award in terms 
of percentages. 



390 



RAILROAD LABOR ARBITRATIONS. 



RUTLAND RAILROAD CO. 

As a result of the arbitration award passenger conductors on the 
Rutland Railroad had their rates of pay advanced by amounts rang- 
ing from 7.1 to 8.2 per cent of the rates in effect before the award. 
In freight service increases of from 10.2 to 13.2 per cent were granted. 

Increases in rates of pay in passenger service, in the case of bag- 
gagemen ranged from 6.4 to 6.5 per cent, and in the case of brakemen 
amounted to 6.7 per cent. Brakemen employed in through freight 
service received an increase of 10.3 per cent, and in local freight 
service an increase of 11.1 per cent. 

Yardmen on this road received the usual increase of 1 cent per 
hour. 

Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 





Conductors. 


Baggagemen. 


Class of service. 


Rate. 


Increase. 


Rate. 




1910 


1913 


Amount. 


Per cent. 


1910 


1913 


Passenger: 

Runs of 155 miles or over, per 


$0. 0268 
4.20 

115. 00 

.0363 
. 03975 

.37 
.36 


SO. 029 
4.50 

124. 43 

.04 
.045 

.38 
.37 


80. 0022 
.30 

9.43 

.0037 
. 00525 

.01 
.01 


8.2 
7.1 

8.2 

10.2 
13.2 

2.7 
2.8 


SO. 0155 
2.75 

70. 00 


SO. 0165 


Runs of less than 155 miles, per 


2.75 


Regularly assigned passenger 
and milk train employees, 


74.48 


Freight: 

Through and irregular freight, 




Way freight, per mile 






Yard: 

Average, Rutland yard, day 






Average all other yards, day and 














Baggagemen. 


Brakemen. 


Class of service. 


Increase. 


Rate. 


Increase. 




Amount. 


Per cent. 


1910 


1913 


Amount. 


Per cent. 


Passenger: 

Runs of 155 miles or over, per 
mile 


$0. 001 
.00 

4.48 


6.5 
.0 

6.4 


$0,015 
2.55 

65.00 

.0242 
.027 

.34 
.33 


SO. 016 
2.55 

69.35 

.0267 
.03 

.35 
.34 


$0. 001 
.00 

4.35 

.0025 
.003 

.01 
.01 


6.7 


Runs of less than 155 miles, per 


.0 


Regularly assigned passenger 
and milk train employees, 


6.7 


Freight: 

Through and irregular freight, 


10.3 








11.1 


Yard: 

Average, Rutland yard, day 






2.9 


Average all other yards, day and 






3.0 











RAILROAD LABOR ARBITRATIONS. 
Rates of pay of conductors and trainmen. 



391 



Passenger service. 


Runs of 155 miles 
or over, per mile. 


Runs of less than 
155 miles, per day. 


Overtime per hour. 


Regularly assigned 
passenger and 

milk train em- 
ployees, monthly 
guaranty. 




1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 




80.0268 
.0155 
.015 


SO. 029 
.0165 
.016 


$4.20 
2.75 
2.55 


$4.50 
2.75 
2.55 


$0.42 
.25 
.24 


$0.45 
.275 
.255 


SI 15. 00 
70.00 
65.00 


$124.43 




74.48 




69.35 







Freight service. 


Through and irregular 
freight, per mile. 


Way freight, per mile. 




1910 


1913 


1910 


1913 




0.0363 
.0242 


SO. 04 
.0267 


SO. 03975 
.027 


SO. 045 




.03 







Yard service. 



Rutland yard, per 
hour. 



All other yards, per 
hour. 



1910 



1913 



1910 



1913 



Day conductors . . 
Day brakemen... 
Night conductors . 
Night brakemen . . 



SO. 



.33 
.38 
,35 



SO. 37 
.34 
.39 
.36 



SO. 35 
.32 
.37 
.34 



$0.36 
.33 
.38 
.35 



i Ten hours or less constitute a day; overtime paid pro rata on the basis of actual minutes. 
TOLEDO & OHIO CENTRAL RAILWAY CO. 

The increases in rates of pay resulting from the application of the 
arbitration award by this railroad were approximately the same as 
those shown for the roads preceding. 

Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 





Conductors. 


Baggagemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 
cent. 


1910 


1913 


Amount. 


Per 
cent. 


Passenger mileage runs, Colum- 
bus and Charleston, per mile . . . 

Through freight, per mile 

Yard, average rate, day and night: 

Toledo, Columbus, Corning, 

and Chauncey, per hour — 

Bucyrus , per hour 

Kent and Findlay, per hour.. 
Other service: 


$0. 0268 
.0365 

.38 
.365 
. 355 

4.00 


$0,029 
.04 

.39 

.375 

.365 

4.50 

4.50 

4.00 


$0. 0022 
.0035 

.01 
.01 
.01 

.50 

.80 

.35 


8.2 
9.6 

2.6 

2.7 
2.8 

12.5 

21.6 

9.6 


$0. 0165 


SO. 0165 


SO. 00 


0.0 


































Mine runs arid roustabout, 


3 70 










W ork, wreck, and circus, per 
day a RS 























392 



EAILEOAD LABOE AEBITEATIONS. 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913 — Continued. 





Brakemen. 


Flagmen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 
cent. 


1910 


1913 


Amount. 


Per 
cent. 


Passenger mileage runs, Colum- 
bus and Charleston, per mile . . . 


$0. 015 
.0245 

.35 
.315 

.305 

2.70 
2.50 
2.45 


$0. 016 
.0267 

.36 

.325 

.315 

3.00 

3.00 

2.67 


$0. 001 
.0022 

.01 
.01 
.01 

.30 

.50 

.22 


6.7 
9.0 

2.9 
3.2 
3.3 

11.1 

20.0 
9.0 










Through freight, per mile 

Yard, average rate, day and night: 

Toledo, Columbus, Corning 
and Chauncey, per hour 

Bucyrus, per hour 

Kent and Findlay, per hour.. 
Other service: 


$0. 0255 


$0. 0267 


$0. 0012 


4.7 


















2.80 
2.55 
2.55 


3.00 
3.00 
2.67 


.20 
.45 
.12 


7.1 


Mine runs and. roustabouts, 


17.6 


"Work, wreck, and circus, per 


4.7 







Rates of pay of conductors and trainmen. 



Mileage runs, passenger service. 


Miles. 


Conductors, per 
mile. 


Baggage men,. per 
mile. 


Brakemen, per 
mile. 




1910 


1913 


1910 


1913 


1910 


1913 


Toledo to Columbus, one way l 


133 
204 

188 
296 


SO. 0268 
.0268 
125.00 
125.00 
125.00 


2 $4.50 
.029 
.029 
.029 
2 4.50 


$0.0165 
.0165 
75.00 
75.00 
75.00 


2 $2. 75 
.0165 
.0165 
.0165 
2 2.75 


$0. 015 
.0150 
70.00 
70. 00 
70.00 


2 $2. 55 
.0160 


Columbus to St. Marys, r. t. 3 

Toledo to Thurston, r . t. 3 

Toledo to Bucyrus, r. t. 3 

Regularly assigned passenger- 


.0160 
.0160 
2 2.55 




135.00 
.45 




82.50 
.275 




5 76. 50 






.42 . 


.25 


.24 


.255 













Conductors. 


Brakemen. 


Flagmen. 








1910 


1913 


1910 


1913 


1910 


1913 






$0.0365 
.365 


$0.04 

.40 


$0. 0245 
.245 


$0.0267 
.267 


$0.0255 
.25 


$0. 0267 
.267 


(10 miles per 
hour.) 








Through-freight 
mileage allowed. 


Whit- 
more or 
Bucy- 
rus via 
H. V. 


Colum- 
bus via 
H. V. 


Corn- 
ing. 


Thurs- 
ton and 
return. 


Whit- 
more. 


Fos- 

toria 
and re- 
turn. 


Ken- 
ton and 
return. 


Find- 
lay and 
return. 


St. 
Marys. 


Bucy- 
rus and 
return. 




122 






















100 


""ioo" 

115 


100 
100 


















128 
100 




117 


173 


100 










100 

ion 
















134 



























i Rates for 1910 computed on basis of mileage rate of $0.0268 for conductors, $0.0165 for baggagemen, and 
$0. 015 for brakemen. 
2 Rate per day. 

3 1910 figures show rate per month. 
* Rate per hour. 
6 Rear trainmen $78 per month. 

Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms 
of percentages. 



RAILROAD LABOR ARBITRATIONS. 



393 



WESTERN MARYLAND RAILWAY CO. 

The table for the road next submitted shows no variation from the 
usual increases resulting from the award of the arbitration board, 
and consequently requires no comment. 

Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 





Conductors. 


Baggagemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 
cent. 


1910 


1913 


Amount. *« 


Passenger, regularly assigned 
trainmen, monthly guaranty: 
Class A 


S125. 00 
115.00 

.42 
2.10 

4.20 

.0363 
.035 

3.975 
3.85 

.37 


SI 35. 00 
135.00 

.45 
2.25 

4.50 

.04 
.04 

4.50 
4.50 

.38 


S10. 00 
20.00 

.03 
.15 

.30 

.0037 
.005 

.525 
.65 

.01 


8.0 
17.4 

7.1 
7.1 

7.1 

10.2 


S75.00 
69.00 

.24 

1.20 

2.65 


$82. 50 
82.50 

.275 

1.38 

2.75 


87.50 
13.50 

.035 
.18 

.10 


10.0 


Class B 1 


19.6 


Regularly assigned trainmen 
called to service in addition to 
regular runs: 2 


14.6 


Over 1 hour and 5 hours or less 
Over 5 hours or less than 10 


15.0 
3.8 


Freight, through and irregular, 
work, construction, or wrecking 
train service: 






14.3 

13.2 
16.9 

2.7 










Local, pick-up, or drop service: 




















Yard, average rates for groups 1, 
2, and 3, day and night, per hour. 























Brakemen. 


Flagmen. 


Class of service. 


Rate. Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 
cent. 


1910 


1913 


Amount. 


Per 
cent. 


Passenger, regularly assigned 
trainmen, monthlv guaranty: 
Class A 


S70.00 
64.00 

.24 
1.20 

2.55 

.0242 
. 0235 

2.70 
2.60 

.34 


876. 50 
76.50 

.255 
1.28 

2.55 

.0267 
.0267 

3.00 
3.00 

.35 


S6.50 
12.50 

.015 
.08 

.00 
. 002.5 


9.3 










Class B i 


19.5 










Regularly assigned trainmen 
called to service in addition to 
regular runs: 2 . 
1 hour or less 


6.3 
6.7 

.0 
10.3 










Over 1 hour and 5 hours or less 










Over 5 hours or less than 10 










Freight, through and irregular, 
work, construction, or wrecking 
train service: 


SO. 02.525 
.0245 

2.80 
2.70 


SO. 0267 
.0267 

3.00 
3.00 


SO. 00145 
.0022 

.20 
.30 


5.7 


Class B , per mile 1 


. 0032 1 3. fi 


9.0 


Local, pick-up, or drop service: 


.30 
.40 

.01 


11.1 
15.4 

3.0 


7.1 




11.1 


Yard, average rates for groups 1, 
2, and 3, day and night, per hour. 













1 Rates shown for Class B obtain until completion of connection between Western Maryland Ry. and 
the Pittsburgh & Lake Erie R. R., after which Class A rate will obtain. 

2 Service in excess of 100 miles not considered emergency work as in the meaning of this rule. 



394 



RAILEOAD LABOK ABBITEATIONS. 



Rates of pay of conductors and trainmen. 





1910 


1913 


Regularly assigned 
trainmen; monthly 
guarantee. 


Overtime (per hour). 


Class of employees. 


Per mile. 


Runs 
of 155 
miles 

or 
over 
(per 
mile). 


Runs 
of less 
than 155 
miles, 
mini- 
mum 
rate 
(per 
day). 


1910 


1913 


1910 


1913 




Class A. 


Class Bi 


Class A. 


Class Bi 


Class A. 


Class Bi 




Passenger: 

Conductors 

Baggage men 
(milk) 


$0. 0268 

.016 

.0155 

.015 


$0. 025 

.015 

.0145 

.014 


$0,029 


$4.50 


$125. 00 

80.00 
75. 00 
70.00 


$115. 00 

73.00 

69.00 
64.00 


$135. 00 

"82."50' 
76.50 


$0.42 

.26 
.25 
.24 


$0.41 

.25 
.24 
.24 


$0.45 
31 


Baggagemen 

Brakemen 

Assistant con- 
ductors 


.0165 
.016 

.023 

.016 


2.75 

2.55 

3.57 
2.60 


.275 
.255 

.357 


Flagmen or rear 










78.00 






.26 





















Regularly assigned passenger trainmen called to service in addition to 
regular run. 


Class of employees. 


1910 


1913 




1 hour or 
less. 


Over 1 hour 

and 5 hours 

or less. 


Over 5 
hours or 
less than 
10 hours. 


1 hour or 
less. 


Over 1 hour 

and 5 hours 

or less. 


Over 5 
hours or 
less than 
10 hours. 


Passenger: 2 


$0.42 
.24 
.24 


$2.10 
1.20 
1.20 


$4.20 
2.65 
2.55 


$0.45 
.275 
.255 


$2.25 
1.38 
1.28 


$4.50 




2.75 


Brakemen 


2.55 









Through and irregular freight, 
work, construction, or wrecking 
train service, per mile. 


Local freight; pick-up or drop serv- 
ice per day. 


Class of service. 


1910 


1913 


1910 


1913 




Class A. 


Class B.i 


Class A. 


Class B.i 


Conductors 


$0. 0363 
. 02525 
.0242 


$0. 035 
.0245 
.0235 


$0.04 
.0267 
.0267 


$3. 975 
2.80 
2.70 


$3.85 
2.70 
2.60 


$4.50 




3.00 




3.00 







Yard service. 



1910 3 



Group 1. Group 2. Group 3. 



1913^ 



Group 1. 



Group 2. 



Group 3. 



Day conductors.. 
Da y brakemen... 
Night conductors. 
Niyht brakemen . . 



$0.37 
.34 
.39 
.36 



SO. 36 
.33 
.38 
.35 



$0.35 
.32 
.37 
.34 



$0.38 
.35 
.40 



$0.37 
.34 



.36 



SO. 



.33 
.38 
.35 



1 Rates shown for Class B obtain until completion of connection between Western Maryland Ry. and 
the Pittsburgh & Lake Erie R. R., after which Class A rate obtains. 

2 Service in excess of 100 miles not considered emergency work. 

3 10 hours or less constitute a day's work, overtime riot commencing until after the expiration of 30 
minutes in addition thereto, the 30 fninutes reckoned as 1 hour. 

4 10 hours or less constitute a day's work. Overtime paid pro rata on basis of actual minutes worked or 
held for duty. 

Note. — Increases in 1913 over 1910 for services not specified are shown in Article E of the award in terms 
of percentages. 

V AND ALIA RAILROAD CO. 

On all divisions of this railroad the advance in minimum daily 
rates of pay to passenger conductors as the result of the arbitration 
award was 7.1 per cent. Freight conductors in irregular freight 



RAILROAD LABOR ARBITRATIONS. 



395 



service received an increase of 10.2 per cent. In the case of work 
and wreck train service, neither conductors nor brakemen secured 
any advances in rates of pay. 

On the St. Louis, Vincennes, Michigan, and Peoria divisions, brake- 
men in irregular freight service had their rates of pay increased slightly 
more than 10 per cent. The rates of pay in work and wreck train serv- 
ice were unchanged by the arbitration award. The increases in rates 
of pay allowed to yardmen ranged from 1.6 to 2.9 per cent. The trip 
rate for mixed trains between Decatur and Peoria was made 10 per 
cent higher for conductors and 10.3 per cent more for baggagemen 
and brakemen. 

Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration effective Nov. 10, 1913. 





Conductors. 


Baggagemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 
cent. 


1910 


1913 


Amount. 


Per 
cent. 


St. Louis division: 

Passenger: minimum allow- 


i 14. 20 

2 . 0363 
.50 

.45 
.382 

14.20 
.0268 

7.42 

.0363 

.50 

.45 

.3767 

14.20 

2 . 0363 
.50 
.45 

.38 

14.20 

2 . 0363 
.50 
.45 

5.38 

.37 
.37 


S4.50 

.04 
.50 

.45 

.388 

4.50 
.029 

7.42 

.04 

.50 

.45 

.3833 

4.50 

.04 
.50 
.45 

.39 

M.50 

.04 

.50 

.45 

5.92 

.38 
.38 


SO. 30 

.0037 

.00 

.00 
.006 

.30 
.0022 

.00 

.0037 

.00 

.00 

.0066 

.30 

.0037 


7.1 

10.2 
.0 

.0 
1.6 

7.1 

8.2 

.0 

10.2 

.0 

.0 

1.8 

7.1 

10.9 


!$2.75 


S2.75 


SO. 00 





Freight— 

Through and irregular, 




Piloting train, per hour. 










Work and wreck trains, 










Yard; average rates for 
groups 1, 2, 3, 4, and 5, 
dav and night, per hour. . 










Vincennes division and Indian- 
apolis Terminal division: 
Passenger- 
Minimum allowance, 


12.75 
.0155 

4.20 


2.75 
.0165 

4.20 


.00 
.001 

.00 


o 


Irregular runs , per mile . 
Indianapolis and Vin- 
cennes, per round trip 
Freight- 
Irregular runs, per mile . 
Pilot ing trains, per 


6.5 
.0 










Work and wreck trains, 










Yard; average rates for 
groups 1, 2, and 3, day 
and night , per hour 










Michigan division: 

Passenger; minimum allow- 


12.75 


2.75 


.00 


o 


Freight— 

Through and irregular, 
per mile 




Piloting trains, per 


.00 o 










Work and wreck service, 
per hour 


.00 
.01 
.30 
.0037 


.0 
2.6 
7.1 
10.2 










Yard service; average rates 
for groups 1 and 2, day 
and night, per hour 










Peoria division: 

Passenger; minimum allow- 


12.75 


3 2. 75 


.00 


o 


Freight— 

Through and irregular, 

per mile 

Piloting trains, per 
hour 




.00 .0 
.00 .0 
.54 10.0 

.01 2. 7 
.01 










Work and wreck trains, 
per hour 










Decatur and Peoria( mixed), 


3.02 


3.33 


.31 


10 3 


Yards; average rates, day 
and night— 
Decatur yard, per hour. 




Paris yard, per hour... 

















Irregular service. 2 irregular freight service, 1910. 3 Passenger runs of less than 155 miles per day. 



396 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result of 
the award of the board of arbitration effective Nov. 10, 1913 — Continued. 



Class of service. 



St. Louis division: 

Passenger; minimum allow- 
ance, per day 

Freight- 
Through and irregular, 

per mile 

Piloting trains, per 

hour 

Work and wreck trains, 

per hour 

Yard; average rates for 
groups 1, 2, 3, 4, and 5, 
day and night, per hour. . 
Vincennes division and Indian- 
apolis Terminal division: 
Passenger- 
Minimum allowance, 

per day , 

Irregular runs, per mile 
Indianapolis and Vin- 
cennes,per round trip. 
Freight- 
Irregular runs , per mile . 
Piloting trains, per hour 
Work and wreck trains, 

per hour 

Yard; average rates for 
groups 1, 2, and 3, day 

and night, per hour 

Michigan division: 

Passenger: minimum allow- 
ance, per day 

Freight- 
Through and irregular, 

per mile 

Piloting trains, per 

hour , 

Work and wreck service, 

per hour , 

Yard service; average rates 
for groups 1 and 2, day 

and night, per hour 

Peoria division: 

Passenger; minimum allow- 
ance, per day 

Freight- 
Through and irregular, 

per mile 

Piloting trains, per 

hour 

Work and wreck trains, 

per hour 

Decatur and Peoria(mixed) 

per round trip 

Yards; average rates, day 
and night— 
Decatur yard, per hour 
Paris yard, per hour . . - 



Brakemen. 



Rate. 



1910 



1 $2. 55 

2.0242 
.50 
.285 

.352 



*2.55 
.015 



.0242 
.50 

.285 

.3467 

2.55 

2.0242 
.50 
.285 

.35 

L 2.55 

2.0242 
.50 
.285 

2.82 



Increase. 



1913 Amount. 



$2.55 

. 0267 

.50 

.285 

.358 



2.55 
.016 



.0267 
.50 

.285 

.3533 

2.55 

.0267 

.50 

.285 

.36 

3 2. 55 

.0267 
.50 
.285 
3.11 



.34 
.34 



.35 
.35 



SO. 00 

.0025 

.00 

.00 

.006 



,00 
,001 



,00 



,0025 
.00 



,00 



00 

,0025 

,00 

,00 

,01 

,00 

.0025 
,00 
.00 
.29 



Per 

cent. 



Flagmen. 



Rate. 



1910 1913 



0.0 

10.3 
.0 
.0 

1.7 



.0 
6.7 

.0 

10.3 
.0 

.0 

1.9 

.0 

10.3 
.0 
.0 

2^9 

.0 

10.3 
.0 
.0 

10.3 



SO. 0253 



,285 



.0267 



285 



Increase. 



SO. 0014 



.00 



Per 
cent. 



5.5 



» Irregular service. 2 irregular freight service, 1910. 3 Passenger rnns of less than 155 miles per day. 



RAILROAD LABOR ARBITRATIONS. 



397 



MICHIGAN DIVISION. 

Rates of pay of conductors and trainmen. 



Class of employees. 


Passenger over- . 
time (per hour). 


Passenger service, 
minimum daily 
allowance (irreg- 
ular runs). 




1910 


1913 


1910 ! 


1913 2 


Passenger: 


SO. 45 
.275 
.26 


SO. 45 
.275 
.255 


S4.20 
2.75 
2.55 


S4.50 




2.75 




2.55 







Class of employees. 


Irreg- 
ular 
service 
(per 

mile). 


Through 
and ir- 
regular 
service 
(per 
mile). 


Piloting trains 
(per hour). 


Work and 

wreck service 

(per hour). 


Mine service 
(per mile). 


Local freight 
(per mile). 




1910 8 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


Freight and mis- 
cellaneous: 
Conductors — 
Brakemen 


SO. 0363 
.0242 


SO. 04 
.0267 


SO. 50 
.50 


SO. 50 
.50 


SO. 45 
.285 


SO. 45 
.285 




SO. 045 
.03 


( 4 ) 
( 4 ) 


SO. 045 
.03 



Class of employees. 



Group 1. 



1910 1913 



Group 2. 



1910 1913 



Yard service: 5 

Day conductors.. 
Day brakemen... 
Night conductors 
Night brakemen . 



SO. 37 
.34 
.39 
.36 



SO. 38 
.35 
.40 
.37 



SO. 38 
.35 
.40 
.37 



i On regular passenger runs, 1910, rates of pay of conductors, S3. 15 to 85.30 per trip; baggagemen, S1.80 
to $2.90 per trip; brakemen, SI. 74 to S2.79 per trip. 

2 Rates of pay for passenger conductors, baggagemen, and brakemen on runs of 155 miles per day or over, 
2.9 cents, 1.65 cents, and 1.6 cents per mile, respectively, these rates obtaining whenever the miles made 
at such rates in a day amount to a greater sum than the minimum day rates. 

s On through freight runs, 1910, rates of pay, conductors, S3.63 to S5.60 per trip; brakemen, S2.42 to S3.82 
per trip. 

* Rates of pay local freight service, 1910, conductors, S4.40 to S6.23 per trip; brakemen, S2.97 to S4.31 per 
trip. 

* Actual time, minimum 10 hours. 



398 



RAILROAD LABOR ARBITRATIONS. 



PEORIA DIVISION. 

Rates of pay of conductors and trainmen. 



Mixed service. 


Overtime rates, 
passenger serv- 
ice (per hour). 


Decatur & 

Peoria, 
round trip. 


Irregular 
freight runs 
(per mile). 1 


Local freight 
(per mile). 


Piloting 

trains (per 

hour). 


Work and 
wreck trains 
(per hour). 




1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


Conductors 

Baggagemen 

Brakemen 


$0.45 
.275 
.255 


$0.45 
.275 


$5.38 
3.02 


$5.92 
3.33 
3.11 


$0. 0363 


$0.04 


( 2 ) 


$0,045 


$0.50 


$0.50 


$0.45 


$0.45 


3 .255 


2.82 


.0242 


.0267 


( 2 ) 


.045 


.50 


.50 


.285 


.285 



Mixed service. 



Minimum daily- 
allowance. 4 



Irregular 
passen- 
ger runs. 



1910 



Passen- 
ger runs 
of less 
than 155 
miles per 
day. 



1913 



Conductors 5 
Baggagemen 
Brakemen 5 . 



S4.20 
2.75 
2.55 



$4.50 
2.75 
2.55 



Yard service. 



Decatur yard. 



1910 1913 



Paris yard. 



1910 1913 



Day conductors 5 . . 
Day brakemen 5 ... 
Night conductors 5 
Night brakemen 5 . 



$0.37 
.34 



.36 



SO. 



.36 



1 Rates for 1913 cover through freight runs also. Rates of pay conductors, through freight service, 1910, 
$3.63 to $6.47 per trip; brakemen, $2.42 to $4.31 per trip. 

2 Local freight runs, 1910, conductors, $4.40 to $6.23 per trip; brakemen, $2.97 to $4.31 per trip. 

3 Rear brakemen, 26 cents per hour. 

4 Rates of pay passenger conductors, baggagemen, and brakemen, 1913, on runs of 155 miles per day or 
over, 2.9 cents, 1.65, and 1.6 cents per mile, respectively, these rates obtaining whenever the miles made at 
such rates in a day amount to a greater sum than the minimum day rates. Rates of pay of conductors 
on regular passenger runs, 1910, $2.68 to $5.33 per trip; baggagemen, $1.55 to $3.15 per trip; brakemen, $1.50 
to $3.07 per trip. Regular passenger runs, 1910, rates of pay, conductors, $2.68 to $5.33 per trip; baggagemen, 
$1.55 to $3.02 per trip; brakemen, $1.50 to $3.07 per trip. 

5 Actual time; minimum, 10 hours. 



RAILROAD LABOE ARBITRATIONS. 



399 



ST. LOUIS DIVISION. 

Rates of pay of conductors and trainmen. 















Irregular service. 


Class of employees. 


Overtime, per hour. 


Minimum 

allowance 

per day. 


Minimum 
day rates. 




1910 1913 


1910 


1913 1 


Passenger: 


SO. 45 
.275 
.26 


SO. 45 
.275 
.255 


S4. 20 
2.75 
2.55 


84.50 




2.75 




2.55 






Class of employees. 


Irreg- 
ular 

freight 

service 
(per 

mile). 


Through 
and ir- 
regular 

freight 
service 

(permile). 


Piloting trains 
(per hour). 


Work and 
wreck trains 
(per hour). 


Mine service 
(per mile). 


Local freight 

service (per 

mile.) 




2 1910 


1913 


1910 


1913 


1910 


1913 1910 


1913 


1910 


1913 


Freieht and mis- 
cellaneous: 

Conductors 

Brakemen. . .. 


SO. 0363 
.0242 


SO. 04 
.0267 


SO. 50 
.50 


80.50 
.50 


$0.45 
.285 


SO. 45 
.285 




SO. 045 
.03 


( 8 ) 

( 3 ) 


SO. 045 
.03 



Class of employees. 


Group 1. 


Group 2. 


Group 3. 


Group 4. 


Group 5. 


1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 1910 


1913 


Yard service: 4 

Day conductors. 
Day brakemen. . 
Night conduct- 


$0.37 
.34 

.39 
.36 


$0.38 
.35 

.40 
.37 


$0.37 
.34 

.39 
.36 


$0.38 
.35 

.40 
.37 


$0.36 
.33 

.38 
.35 


$0.37 
.34 

.39 
.36 


80.38 
.35 

.40 
.37 


S0.3S 
.35 

.40 
.37 


SO. 38 
.35 

.40 
.37 


$0.38 
.35 

.40 


Night brakemen. 


.37 



i Rates of pay for passenger conductors, baggagemen, and brakemen on runs of 155 miles or over, 2.9 
cents, 1.65 cents, and 1.6 cents per mile, respectively, these rates obtaining whenever the miles made at 
such rates in a day amount to a greater sum than the minimum day rates. Passenger service, 1910, rates 
of pay: Conductors, $2.68 to S6.62 per trip; baggagemen, S1.55 to 83.83 per trip: and brakemen, SI. 50 to S3.70 
per trip. 

2 Through freight runs in 1910: Indianapolis and Terre Haute carried rates of $3.63 and S2.42; Indianapolis 
and Effingham, 85.16 and $3.43; Terre Haute and East St. Louis 86.20 and $4.2.5: Terre Haute and Effing- 
ham, 83.63 and 82.42; Effingham and East St. Louis, 83.73 and 82.45; Indianapolis and East St. Louis, 
preferred, 87.80 and $5.20 per trip, respectively, for conductors and brakemen. 

3 Local freight runs, 1910, rates for conductors, $4 to $6.30 per trip; brakemen, $2.70 to $4.31 per trip. 
« Actual time: Minimum 10 hours (all yards). 



400 



RAILROAD LABOR ARBITRATIONS. 



VINCENNES DIVISION AND INDIANAPOLIS TERMINAL DIVISION. 

Rates of pay of conductors and trainmen. 









Passenger service. 










Class of employees. 


Passenger over- 
time rates (per 
hour). 


Irregular 
runs; 

minimum 
daily 
allow- 
ance. 


Minimum 
day 

rates. 


Irregular passen- 
ger runs (per 
mile). 


Round trip be- 
tween Indianapo- 
lis and Vin- 
cennes (per round 
trip). 




1910 


1913 


1910 


U913 


1910 


1913 


1910 


1913 


Passenger: 

Conductors 

Baggagemen 

Brakemen 


$0.45 
.275 
.255 


$0.45 
.275 
.26 


$4.20 
2.75 
2.55 


$4.50 
2.75 
2.55 


$0. 0268 
.0155 
.015 


$0,029 
.0165 
.016 


$7.42 
4.20 
3.96 


$7.42 
4.20 
3.96 


Class of employees. 


Irregular freight 
runs (per mile). 


Piloting trains 
(per hour). 


Work and wreck 
trains (per hour). 


Local freight 
(per mile). 




1910 


2 1913 


1910 


1913 


1910 


1913 


1910 


1913 


Freight and miscel- 
laneous: 
Conductors 


$0. 0363 
.0253 
.0242 


$0.04 
.0267 
.0267 


$0.50 
.50 
.50 


$0.50 


$0.45 
.285 
.285 


$0.45 
.285 
.285 


( 3 ) 


$0. 045 


Brakemen 


..50 


( 3 ) 


.03 



Class of employees. 



Group 1 (rate per 
hour). 



1910 



1913 



Group 2 (rate per 
hour). 



1910 



1913 



Group 3 (rate per 
hour). 



1910 



1913 



Yard service: * 

Day conductors.. 
Day brakemen... 
Night conductors 
Night brakemen. 



$0.37 
.34 
.39 
.36 



$0.36 

, .33 

.38 

.35 



$0.37 
.34 
.39 
.36 



$0.38 
.35 
.40 
.37 



SO. 38 
.35 
.40 



i On runs of 155 miles per day or over the pay of passenger conductors, baggagemen, and brakemen: 
2.9 cents, 1.65 cents, and 1.6 cents per mile, respectively, these rates to obtain whenever the miles made 
at such rates in a day amount to a greater sum than the minimum day rates. Rates of pay passenger 
service, 1910: Conductors, $2.68 to $6.62 per trip; baggagemen, $1.55 to $3.83 per trip; brakemen, $1.50 to 
$3". 70 per trip. 

2 Rates given for 1913 also apply to through freight. Through freight runs in 1910, Indianapolis and 
Vincennes, carried rates per trip of $4.43, $2.95, and $3.08; Indianapolis and Bushrod, $3.63, $2.42, and 
$2.53; Indianapolis and Bicknell, $3.85, $2.57, and $2.68, respectively, for conductors, brakemen, and 
flagmen. 

a Rates of pay local freight service, 1910: Conductors, $4.40; brakemen, $2.97; and flagmen, $3.08 per trip. 

* Actual time, minimum, 10 hours. 



RAILROAD LABOR ARBITRATIONS. 



401 



WHEELING & LAKE ERIE RAILROAD CO., WAB ASH-PITTSBURGH TERMINAL 
RAILWAY CO., WEST SIDE BELT RAILROAD CO. 

The comparison of rates of pay as set forth in the following table 
shows practically the same increases as those mentioned in the award 
of the arbitration board for the different classes of service. 

The comparatively larger increase in mine-run service, amounting 
to 16 per cent, was allowed by the board on the ground of increased 
productivity of trainmen engaged in this branch of work. 

Amount and per cent of increase in rates of pay^ of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 





Conductors. 


Brakemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1911 


1913 


Amount. 


Per 
cent. 


1911 


1913 


Amount. 


Per 
cent. 


Passenger: 

Standard, per mile i 

Regularly assigned train- 
men monthly guaran- 
tee 

All runs of less than 155 
miles per day, mini- 
mum allowance for each 

day used, per day 

Freight: 

Through and irregular, 


SO. 0268 
125.00 

4.20 

.0363 

. 03975 
.0388 

.0363 


$0. 029 
135. 00 

4.50 

.04 

.045 
.045 

.04 


SO. 0022 
10.00 

.30 

.0037 

. 00525 
.0062 

.0037 


8.2 
8.0 

7.1 

10.2 

13.2 
16.0 

10.2 


SO. 015 
70.00 

2.55 

.0242 

.027 
.0257 

.0242 


SO. 016 
76.50 

2.55 

.0267 

.03 
.03 

.0267 


SO. 001 
6.50 

.00 

.0025 

.003 
.0043 

.0025 


6.7 
9.3 

.0 

10.3 


W ay freight, pick-up or 
drop, per mile 2 

Mine run, per mile 2 . 

Work train, wreck and 
helping, per mile 


11.1 
16.7 

10.3 





Foremen. 


Helpers. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1911 


1913 


Amount. 


Per 
cent. 


1911 


1913 


Amount. 


Per 
cent. 


Yard: Average rates for 
Groups 1 and 2, day and 


$0,375 


SO. 385 


$0.01 


2.7 


$0,345 


SO. 355 


$0.01 


2.9 







1 Runs of 155 miles or over a day. 

2 Runs of 100 miles or less, either straightaway or turn-around, paid as 100 miles (1913). 

51393°— S. Doc. 493, 64-1 26 



402 



RAILROAD LABOR ARBITRATIONS. 

Rates of pay of conductors and trainmen. 



Class of employees. 


Standard rate (per 
mile). 1 


Regularly assigned 
passenger train- 
men, monthly 
guaranty., 


O vertime (per hour) . 


All runs of less than 
155 miles per day, 
minimum allow- 
ance for each day 
passenger train- 
men are used. 




1911 


1913 


1911 


1913 


1911 


1913 


1911 


1913 


Passenger: 

Conductors 

Brakemen in 


$0.0268 

.0155 
.015 


$0,029 


$125.00 

75.00 
70.00 


$135. 00 


£0.42 

.27 
.25 


$0.45 


$4.20 

2.75 
2.55 


$4.50 


Brakemen 

Assistant conduc- 
tors and ticket 


.016 

.023 
.0165 

.016 


76. 50 


.255 

.357 
.275 

.26 


2.55 
3 57 








82.50 
78.00 






2.75 


Flagmen or rear- 










2 60 















Class of employees. 


Through and irreg- 
ular freight (per 
mile). 2 


Way freight, pick- 
up or drop serv- 
ice (per mile). 


Mine service (per 
mile). 


Work train, wreck, 
and helping serv- 
ice (per mile). 




1911 


1913 


19113 


1913 2 


1911 


1913 2 


1911 


1913 2 


Freight: 

Conductors 


$0.0363 


$0.04 
.0267 
.0267 


$0. 03975 
4.028 
.027 


$0. 045 
.03 
.03 


$0.0388 
'".'6257' 


$0. 045 
.03 
.03 


$0. 0363 


$0.04 
. 0267 


Brakemen 


.0242 


.0242 


.0267 



Class of employees. 



1911 (per hour). 



Group 1. Group 2 



1913 (per hour). 



Group 1. Group 2 



Yard: s 

Day foremen.. 

Day helper 

Night foremen. 
Night helper . . 



$0.37 
.34 
.39 
.36 



$0.38 
.35 
.40 
37 



$0.37 
.34 
.39 
.36 



1 Runs of 155 miles or over a day. 

2 Runs of 100 miles or less, either straightaway or turn-around, paid as 100 miles. 

3 Mileage in excess of 100 miles in any day paid for pro rata. 
* Foremen. 

& 10 hours or less constitutes a day's work; overtime on basis of actual minutes worked. 

Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms 
of percentages. 



RAILROAD LABOR ARBITRATIONS. 



403 



ZANESVILLE & WESTERN RAILWAY CO. 

Passenger conductors on this road had their rates of pay increased 
from 5 to 6.4 per cent by the award of the board of arbitration. In 
through freight service conductors secured an advance of 9.6 per 
cent in work and wreck train service of 8.1 per cent, in mine-run 
service of 21.6 per cent, and on local or way freight of 13.2 per cent. 

Advances made to brakemen were from 6.2 to 10.1 per cent in 
passenger service, 9 per cent in through freight service, 6.8 per cent 
in work and wreck train service, 20 per cent on mine and switch 
runs, and 11.1 per cent for local way freight service. 

Yardmen on this road received the usual increase of 1 per cent 
per hour for both day and night service, which was equivalent to 
increases in rates of pay ranging from 2.7 to 3.3 per cent. 

Rates of pay of conductors and trainmen. 





Rate. 


Class of service or run. 


Conductors. 


Baggagemen. 


Brakemen. 




1910 


1913 


1910 


1913 


1910 


1913 


Passenger: 

Thurston & Zanesville, 


84.25 

4.75 
.42 


2 $4. 524 

M.988 
.45 


$2.50 

2.65 
.25 


2 82. 574 

2 2.838 
.275 


$2.35 

2.50 
.24 


2 $2. 496 


Shawnee & Zanesville, per 
day » 


2 2. 752 


Overtime, per hour 


.25 


Class of service or run. 


Conductors. 


Flagmen. 


Brakemen. 


List men. 


1910 


1913 


1910 


1913 


1910 


1913 


1910 


1913 


Freight: 

Through, per mile 


SO. 0365 
3.975 

3.70 

3.70 

.36 
.40 

.37 

.37 


$0.04 
4.50 

4.50 

4.00 

.40 
.45 

.45 

.40 


SO. 0255 
2.70 

2.50 

2.50 

.25 
.27 

.25 

.25 


SO. 0267 
3.00 

3.00 

2.67 

.267 
.30 

.30 

.267 


SO. 0245 
2.70 

2.50 

2.50 

.24 
.27 

.25 

.26 


SO. 0267 
3.00 

3.00 

2.67 

.267 
.30 

.30 

.267 






S2.80 


83.10 


Mine run and Zanesville 

switch run, per day 

Work, wreck, and circus 








Overtime: 

Through, per hour 






.28 


.31 


Mine run and Zanesville 
switch run, per hour. . . 

Work, wreck, and circus 
trains, per hour 

























Class of employees. 



Yard: 

Day conductors, per hour. . 
Might conductors, per hour. 
Day brakemen, per hour . . . 
Night brakemen, per hour. 



Fultonham. 



1910 1913 



SO. 35 
.36 
.30 
.31 



80.36 
.37 
.31 

.32 



Drakes. 



1910 



SO. 36 
.37 
.32 
.33 



1913 



SO. 37 
.38 
.33 
.34 



1 Two round trips. 



Figures obtained by conversion of mileage into daily rates. 



404 



RAILROAD LABOE ARBITRATIONS. 



Amount and per cent of increase in rates, of pay of conductors and trainmen as a result of 
the award of the board of arbitration, effective Nov. 10, 1913. 









Conductors. 


Baggagemen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 




1910 


1913 


Amount. 


Per 
cent. 


1910 


1913 


Amount. 


Per 
cent. 


Passenger: 

Thurston and Zane 

Shawnee and Zanes 
Freight: 

Through, per mile. 

Locals, per day 


sville, per day K 
ville, per day 1 .. 


$4.25 
4.75 

.0365 
3.975 

3.70 

3.70 

.355 
.365 


2 $4. 524 
2 4.988 

.04 
4.50 

4.50 

4.00 

.365 
.375 


SO. 274 
.238 

.0035 
.525 

.80 

.30 

.01 
.01 


6.4 
5.0 

9.6 
13.2 

21.6 

8.1 

2.8 
2.7 


$2.50 
2.65 


2 $2. 574 
2 2. 838 


£0.074 

.188 


3.0 
7.1 












Mine run and Zanesville switch 










Work, wreck, and circus trains, per 
day 










Yard, average rates, da 
Fultonham, per ho 


y and night: 
































Brake men. 


Flagmen. 


Listmen. 


Class of service. 


Rate. 


Increase. 


Rate. 


Increase. 


Rate. 


Increase. 




o 

OS 


OS 


o 

a 


"3 

© 

CJ 
CD 

Ph 


OS 


OS 


1 

< 


a 

CD 
CJ 

© 

Ph 


o 

OS 


CO 
OS 


9 

o 

a 
< 


1 
o 

CD 


Passenger: 

Thurston and 
Zanesville, per 


$2.35 

2.50 

.0245 
2.70 

2.50 
2.50 

.305 
.325 


2 $2. 496 

2 2. 752 

.0267 
3.00 

3.00 
2.67 

.315 
.335 


$0. 146 

.252 

.0022 
.30 

.50 
.17 

.01 
.01 


6.2 


















Shawnee and 
Zanesville, per 
day l 


10.1 
4 41 


















Freight: 

Through, per mile. 

Locals, per day 

Mine run and 
Zanesville 
switch run, per 


$0 


255 $0. 0267 
) 3.00 

) 3.00 
) 2.67 


$0. 0012 
.30 

' .50 
.17 


4.7 
11.1 

20.0 
6.8 










11.1 

20.0 


2.7 
2 5 


$2.80 


$3.10 


$0.30 


10.7 


Work, wreck, and 
circus trains, per 


6.8 2.5 










Yard, average rates, 
day and night: 
Fultonham, per 


3.3 












Drakes, per hour. . 


3.1 








































1 Two round trips. 



; Figures obtained by conversion of mileage into daily rates, 



XVII. 

CHICAGO & WESTERN INDIANA RAILROAD AND BEIT RAIL- 
WAY CO. OF CHICAGO AND BROTHERHOOD OF LOCOMOTIVE 
ENGINEERS, BROTHERHOOD OF LOCOMOTIVE FIREMEN AND 
ENGINEMEN, AND BROTHERHOOD OF RAILROAD TRAIN- 
MEN: 1913. 

This arbitration was the result of a controversy which developed in 
1913 between the Chicago & Western Indiana and the Chicago Belt 
Railroads and the engineers, firemen, and trainmen respecting changes 
requested in the rates of paj T and working conditions of locomotive 
engineers employed by the two railroads. An agreement to submit 
the controversy to arbitration was entered into August 6, 1913, and 
was followed by arbitration hearings held in the Federal Building 
at Chicago, beginning September 2, 1913. The arbitration award was 
rendered September 17. 

The board of arbitration in this case was composed of E. S. Hus- 
ton, chairman, W. S. Jackson, general manager of the Chicago & East- 
ern Illinois Railroad, and F. A. Burgess, assistant grand chief of the 
Brotherhood of Locomotive Engineers. 

DEMANDS OF THE EMPLOYEES. 

The proposed changes in the wage scale and working conditions 
submitted to arbitration were set forth in a series of articles numbered 
from 1 to 7, inclusive. Stated in summary form, the employees 
requested in articles 1 and 2 that the rates of pay per day of engineers 
be increased from $4.50 in switching service and $4.25 in transfer 
service to a rate of $5 on engines with cylinders 20 inches or over in 
diameter, and $4.50 on engines with cylinders under 20 inches in 
diameter, with proportional increases in the pay for overtime. 

Article 3 embodied the proposed rule that engineers' time should 
begin when required to report for duty and end when returning to 
point at which they started to work. 

In article 4 it was requested that engineers in regular suburban 
service be paid $5.27 per day, overtime pro- rata, all light-running and 
additional service to be paid for at the rate of 50 cents per hour. 

Article 5 proposed that engineers be relieved from rendering assist- 
ance in coaling engines or cleaning fires at any point where men were 
maintained for that purpose, and that engineers when required in 
emergency at any other point to assist in such work to receive pay for 
the same at overtime rate with a minimum allowance of one hour, this 
not to be deducted from other overtime in computing time for trip. 

Article 6 stipulated that engineers should not bo required to back up 
trains except in case of emergency. 

Article 7, that engineers should be placed on engine doing work at 
Eighty-third Street and Fifty -first Street roundhouse. 

405 



406 RAILROAD LABOR ARBITRATIONS. 

FINDINGS OF THE BOARD OF ARBITRATION. 

In response to the issues presented in articles 1 and 2, the board 
of arbitration ordered an increase in the rates of pay of engineers 
employed in work- train service in the Chicago Terminal district from 
$4.15 to $4.40, with a proportional increase for overtime. 

In denying the increases requested in articles 1 and 2 as to transfer 
and switching service, the board pointed out that the defendant 
companies were owned and operated by 12 railroads running into 
Chicago and that the prevailing rate in the Chicago district for both 
switching and transfer service on these roads was $4.25 per day as 
compared with rates of $4.50 per day for transfer service and $4.25 
per day for switching service on the defendant railroads. It was 
further pointed out that each of the 12 roads referred to paid a flat 
rate for both transfer and switching service, without regard to size 
or diameter of cylinders. 

Under article 3 the employees were granted the specific rule 
requested. 

In response to the issue presented in article 4, the board declined 
to award an increase in the rates paid for suburban service, stating 
that the proposed rate of $5.27 per day was the rate in force at the 
time of the award. For all light running and for all additional service 
required of suburban engineers the board directed that each railroad 
pay pro rata according to the class of service, but not to exceed 50 
cents per hour, as specified in the request. 

'Under article 5 the board awarded that engineers should not be 
required to assist in coaling engines or cleaning fires at any point 
where men were maintained for that purpose, but if required to clean 
fires on completion of the day's work should be paid for one hour 
at overtime rate. 

With respect to the issue presented in- article 6, the award stipu- 
lated that engineers in transfer service should not be required to 
back up with trains when it was practicable to turn their engines. 

In response to the issue presented in article 7, the board found -that 
no evidence had been introduced on this item and declined to make 
an award upon it. 

A dissenting opinion was filed by arbitrator F. A. Burgess to the 
findings of the board with respect to each issue submitted to arbi- 
tration, with the exception of the rule awarded under article 3. It 
was held by Mr. Burgess that the evidence established the fact that 
other properties performing like service in the Chicago district, 
including three roads, lessees of the properties having part in the 
arbitration, were paying a high rate, either by the rate itself or through 
more favorable working conditions. This rate, Mr. Burgess pointed 
out, was to a very large extent the result of the action of the board 
of arbitration, which practically gave six months' study and consider- 
ation to the question. No good reason, according to Mr. Burgess, 
had been advanced why all engineers performing a similar service 
and over the same rails in the Chicago district should not receive 
therefor the highest rate of compensation for such service. 



BAILBOAD LABOR ARBITRATIONS. 407 

APPLICATION OF THE AWARD. 

A comparison of the printed schedule of rules and rates of pay in 
effect on the Chicago & Western Indiana and Chicago Belt Railroads 
before and after the arbitration shows that the rates of pay of engi- 
neers in work-train service were increased as a result of the award 
from $4.15 to $4.40 per day, or 6 per cent. In suburban service 
engineers were awarded compensation pro rata, not to exceed 50 
cents per hour, for light running and additional service, which to 
some extent, as indicated by the record, had been performed before 
the arbitration without extra compensation. In the case of the rules 
established by the award respecting the beginning and ending of a 
day's work, coaling engines and cleaning fires, and backing up trains, 
stipulations respecting the conditions of employment involved in 
these rules are shown for the first time in the schedule adopted after 
the award. The extent of the advantage, if any, which accrued to 
the engineers by the adoption of these rules can not be shown, there- 
fore, by a comparison of the printed schedules. It will be noted, 
however, that the award established the specific rule requested by 
the employees as to the beginning and ending of a day's work. 



XVIII. 

THE CHICAGO, BURLINGTON & QUINCY RAILROAD AND ORDER 
OF RAILWAY CONDUCTORS AND BROTHERHOOD OF RAIL- 
ROAD TRAINMEN: 1913. 

Arbitration for the settlement of differences which arose between 
the Chicago, Burlington & Quincy Railroad Co. and the conductors 
and trainmen in 1913 was resorted to after the United States Board 
of Mediation and Conciliation had unsuccessfully endeavored to 
have them settled by mediation. The case developed from the 
demands made in December, 1912, by the conductors and trainmen, 
including brakemen, baggagemen, and flagmen, that the schedule of 
rules and wages that had been in effect since 1902 should be com- 
pletely revised. The conductors and trainmen were practically all 
unionized, and presented their demands jointly through the Order of 
Railway Conductors and the Brotherhood of Railroad Trainmen. 

The proposition submitted to the company by the employees was 
embodied in a table of 150 rules relating both to working conditions 
and to rates of pay. Beginning April 7, 1913, and until August 12, 
1913, these proposals were considered in conferences between repre- 
sentatives of the conductors and trainmen and officers of the Chicago, 
Burlington & Quincy Railroad Co. These conferences resulted in the 
adoption of 111 of the rules, but no agreement could be reached 
with regard to the other 39. 

In an effort to effect an agreement both parties to the controversy 
made application to the United States Board of Mediation and Con- 
ciliation to settle their differences by mediation. Mediation con- 
ferences begun on August 21, 1913, however, proved unsuccessful, 
but through the efforts of the United States Commissioner of Media- 
tion and Conciliation the company and the Order of Railway Con- 
ductors, and the Brotherhood of Railroad Trainmen signed an 
agreement on August 27, 1913, to submit the remaining 39 rules to 
arbitration under the provisions of the Newlands Act. 

A board to consist of six arbitrators was agreed on, as provided 
for in the act. Two arbitrators were named by the company and 
two by the employees. As these four arbitrators could not agree on 
the selection of the other two, they were appointed under the law by 
the United States Board of Mediation and Conciliation. 

The arbitrators named by the company were Patrick H. 
Morrissey, assistant to the vice president of the Chicago, Burlington 
& Quincy Railroad Co., and Fairfax Harrison, president of the 
Chicago, Indianapolis <§£ Louisville Railway. On December 1, 1913, 
Mr. Harrison resigned and Pierce Butler, an attorney, was 
appointed on December 3 by the company as his successor. The 
employees were represented by Edward P. Curtis, vice president 
of the Order of Railway Conductors, and Emmett L. Harrigan, 
general chairman of the grievance committee of the Northern Pacific 

408 



RAILROAD LABOR ARBITRATIONS. 



409 



Railway Co. The neutral arbitrators named by the Board of Media- 
tion and Conciliation were Henry S. Boutell, of Washington, D. C, 
and Gerrit J. Diekema, of Holland, Mich.' 

This board met and organized on November 3, electing Mr. Boutell 
as chairman. Hearings were begun on November 6, 1913, and the 
following three months were consumed with the hearings and the 
examination of nearly 10,000 typewritten pages of evidence and 
hundreds of exhibits, schedules, maps, and profile blue prints. The 
award was announced on February 19, 1914. 

PROPOSALS AND AWARD. 

In view of the great mass of data making up the evidence in this 
case, a direct comparison of proposals and award under each of the 
39 questions involved in the arbitration is considered the clearest 
and most simple way of presenting the essential facts involved. 
This method of presentation is followed below by showing the pro- 
posals and awards under each question in parallel columns. 



QUESTION 1. 



Proposal. 



Award. 



If for any reason a trainman is not 
called and thereby loses a trip through 
no fault of his, he will be paid for the 
trip. 



If through the fault of the company or 
any of its employees a trainman is not 
called and thereby loses a trip through 
no fault of his, he will be paid for the 
time lost, but may be used extra in his 
class of service if permitted to resume his 
run or car without being absent from it 
more than two trips. It is understood 
that a freight trainman may be used in 
passenger service, but a passenger train- 
man will not be used in freight service. 
This rule will not apply to brakemen with 
less than six months' experience, nor to 
pool crews run around, pay for which is 
provided in rule 63 (b). This rule shall 
not be deemed to relate to a failure prop- 
erly to assign a trainman under the pro- 
visions of this schedule- relating to 
seniority. 1 



QUESTION 2. 



The word "terminal" is held to mean 
the regular recognized point on each di- 
vision where crews usually are started 
from or laid up. 



Terminals are the points where runs 
begin or end. The turning point on a 
turn-around run shall be considered as 
an intermediate point on a continuous 
run. 

When the company ties up train crews 
in road sendee between usual terminals, 
they will be paid the mileage of ihe 
schedule to the tie-up point, and nothing 
■will be allowed for the time tied up until 
after the expiration of 24 hours from the 
time called for the trip on which tied up. 

For the whole or any portion of the 
first 10 hours of each following 24-hour 
period during which they are tied up, 
they will be paid 10 miles per hour. 



This is a new rule, there being nothing similar to it in the schedule in effect prior to this arbitration. 



410 



RAILROAD LABOR ARBITRATIONS. 



QUESTION 2— Continued. 



Proposal. 



Award. 



Allowance for time held will not be com- 
puted independent of any trip" time, nor 
will any terminal time be allowed at such 
tie-up place. 

This provision shall not apply to work 
train, wrecking and snowplow service. 

Interpretation: Under this rule a mini- 
mum of 100 miles will be allowed for the 
run from initial point to tie-up point. In 
case crew is held at tie-up point 24 hours 
or more from time called for trip on which 
tied up, time of succeeding trip will 
begin at the expiration of 24 hours from 
time crew was called to leave initial 
terminal, and a minimum of 100 miles 
will be allowed fron tie-up point to 
terminal. 1 



QUESTION 3. 



Terminal limits at which road time 
ceases and terminal time begins, or vice 
versa, will be the first switch used for 
yard purposes approaching terminal, or 
if a semaphore is used governing the en- 
trance to yard, semaphore will be the 
limit. Trains detained by trains ahead 
at these points will come under this rule 
and will be paid terminal overtime from 
lime stopped. 



Terminal time for outgoing trains will 
cease and road time will begin when the 
train clears the track on which it is made 
up. On inbound trains road time will 
cease and terminal time will begin when 
the train stops on the receiving track, or 
is stopped in the yard, or at the sema- 
phore governing the entrance to the yard. 



Following are the exceptions to the 
above rule: 

Clyde, 111. 

On inbound trains, road time ceases and 
terminal time begins when engine arrives 
at Clyde tower, or is stopped by the home 
signal governing the entrance to the yard. 
If the towerman stops a train at the tower 
signal when there is no obstruction on the 
main line between such outer signal and 
the entrance to the yard, road time will 
cease and terminal time will begin when 
engine is stopped. 

On outbound trains, terminal time 
ceases and road time begins when engine 
passes the pot signal about 500 feet west 
of Clyde tower. 

Galesburg, 111. 

On inbound trains, road time ceases 
and terminal time begins on arrival of 
engine at Prospect Street or Portal. 

On outbound trains, terminal time 
ceases and road time begins when train 
passes Prospect Street or Portal, except 
that on eastbound trains which pick up 
at the ice house or ice cars, terminal time 
continues until they leave the ice house. 

If a train or a part of a train is pulled 
around the hump, as, for example, No. 74 
from Quincy or Ottumwa going to the ice 



i The rule covering this point in the schedule in effect prior to this arbitration was rule 15, and was as 
follows: "Terminals are the points where runs begin or end. The turning point on a turn-around run shall 
be considered as an intermediate point on a continuous run." 



RAILROAD LABOR ARBITRATIONS. 411 

QUESTION 3— Continued. 
Proposal. Award. 

house, or No. 79 from Chicago, pulling 
into the west sorting yard, actual time 
with a minimum of 30 minutes will be 
allowed. 

On trains from Aurora or Savanna, 
which pull around the hump, the con- 
ductor will be relieved at Prospect Street 
and only the brakeman will be paid ter- 
minal time for pulling train around the 
hump. 

On trains from Peoria which pull around 
the hump, the conductor will accompany 
the train and the entire crew will be 
allowed a minimum of 30 minutes. 1 

Daytons Bluff, Minn. 

On outbound trains, terminal time 
ceases and road time begins when the 
train leaves the yard track on which it is 
made up, unless train is stopped and held 
at Oakland by the block or some other 
cause over which the trainmen have no 
control, in which case terminal time con- 
tinues until train leaves Oakland. 

On inbound trains, road time ceases and 
terminal time begins when the train 
passes Oakland. 

Grand Crossing, Wis. 

On southbound trains, terminal time 
ceases and road time begins when train 
, clears the track upon which it is made up, 

except when stopped at the crossing on 
account of same being blocked, in which 
case terminal time ceases and road time 
begins when crossing is clear and train 
again starts. 

Savanna, 111. 

On northbound trains, terminal time 
ceases and road time begins when train 
clears the track upon which it is made up, 
except when stopped at the crossing on 
account of same being blocked, in which 
case terminal time ceases and road time 
begins when crossing is clear and train 
again starts. 

Ottumwa, Iowa. 

On eastbound trains into Ottumwa 
which are stopped west of the Chicago, 
Milwaukee & St. Paul crossing (which is 
inside the yard limit board) on account of 
the yard being unable to receive them, 
road time will cease and terminal time 
will begin at time so stopped. 

On westbound trains, leaving Ottumwa, 
which are stopped after clearing the track 
on which made up before passing the 
passenger station, terminal time will 
cease and road time will begin when the 
train passes the passenger depot, except 
when caused by the arrival of a westbound 
passenger train, which is to have pre- 
cedence over the freight train. 

1 Trains goinj int) the new yari will be paid the same as if they had pulled into the hump receiving 
yards. 



412 RAILROAD LABOR ARBITRATIONS. 

QUESTION 3— Continued. 
Proposal. Award. 



East St. Louis, 111. (Hannibal and 
Beardstown division trains): 

On outbound trains terminal time 
ceases and road time begins when the 
train leaves Bridge Junction. 

On inbound trains road time ceases and 
terminal time begins when train arrives 
at Bridge Junction. 

Beardstown, 111.: 

On southbound trains into Beardstown, 
if stopped by the semaphore north of the 
Illinois River bridge, road time will cease 
and terminal time will begin from time 
bo stopped. 1 

Northbound trains into Beardstown: If 
a train should be held out of the yard 
south of the crossover because there is a 
train occupying the main line between 
this crossover and the entrance to the 
northbound yard, terminal overtime will 
be paid. 

Hannibal, Mo.: 

On inbound Brookfield division trains 
road time ceases and terminal time begins 
when train arrives at Missouri, Kansas & 
Texas crossing, Main Street. 

On outbound Brookfield division trains 
terminal time ceases and road time begins 
when train passes Main Street crossing. 

The present practice of paying terminal 
delay to southbound trains at Ilaseo or to 
northbound trains at end of double track 
or gravel digger switch will be continued. 

Quincy, 111.: 

On inbound Brookfield division trains 
road time ceases and terminal time begins 
when train arrives at the semaphore south 
of the wye. 

On outbound Brookfield division trains 
terminal time ceases and road time begins 
when train passes the semaphore near the 
iron works. 

Kansas City, Mo.: 

On outbound St. Joseph division trains 
terminal time ceases and road time begins 
when train passes Twelfth Street. 

On inbound St. Joseph division trains 
road time ceases and terminal time begins 
when train arrives at crossover switch, 
Union Depot yards. 

On outbound Brookfield division trains 
terminal time ceases and road time begins 
when' train passes Twelfth Street sema- 
phore, south end of the Union Depot 
yards. 

On inbound Brookfield division trains 
road time ceases and terminal time begins 
when train arrives at crossover switch, 
Wabash tower. 

St. Joseph, Mo.: 

On outbound Brookfield division trains 
terminal time ceases and road time begins 
when train passes Florence crossing. 



i This will not apply where a train is held at the semaphore to let a northbound train out of the yard. 



RAILROAD LABOR ARBITRATIONS. 413 

QUESTION 3— Continued. 
Proposal. Award. 

On inbound Brookfield division trains 
road time ceases and terminal time begins 
when train arrives at switch leading to 
Florence yards, north of Florence crossing. 

On northbound St. Joseph and Wymore 
division trains terminal time ceases and 
road time begins when train passes Cedar 
Street, 

On southbound St. Joseph and Wymore 
division trains road time will cease and 
terminal time will begin when train 
passes Francis Street. 

Lincoln, Nebr.: 

On outbound Lincoln division trains 
terminal time ceases and road time begins 
when train leaves Cushman. 

On inbound Lincoln division trains 
road time ceases and terminal time begins 
when train arrives at Cushman. 

"When head brakeman cuts off engine, 
brings it back, and picks up way car, 
taking it to the way-car tracks, overtime 
is allowed until relieved from duty, pro- 
vided more than 30 minutes is consumed. 

Denver, Colo.: 

When outbound trains pass the en- 
trance at the east end of the Thirty-first 
Street yard, terminal time shall cease 
and road time shall begin. 

When inbound trains arrive in the 
Thirty-first Street yard, or are delayed 
by others at the entrance thereto, road 
time shall cease and terminal time shall 
begin. 

Sterling, Colo.: 

On outbound trains, terminal time will 
cease and road time will begin when 
train leaves the L T nion Pacific Depot. 1 

QUESTION 4. 

Trains leaving division terminal hav- So far as practicable short cars shall be 
ing cars to be set out on trip shall have placed on the head end of trains out of 
same placed on head end of train in station terminals in station order. 1 
order. Interpretation by board: Trains will 

not be started out of division terminals, 
where there is no switch engine, with 
cars mixed, with the intention of having 
the switching done at intermediate sta- 
tions in order to avoid paying for switch- 
ing at terminals. 

QUESTION 5. 

Road crews shall be given all work out- This proposed rule is denied, 
side of yard limits. Yard crews will not 
be run outside of yard limits except in 
case main line is blocked and there are 
no trainmen available. 

* This is a new rule, there being nothing similar to it in the schedule in effect prior to this arbitration. 



414 



RAILROAD LABOR ARBITRATIONS. 



QUESTION 6. 



Pkoposal. 



Award. 



Trainmen running to Union Stock 
Yards at Chicago will handle only stock 
from Hawthorne Yard to the United 
States yards and empty stock cars back 
to Hawthorne Yard, and will be paid 
actual time at their overtime rates on 
the basis of 15 miles per hour from the 
time train arrives at Clyde, or stopped at 
home semaphore approaching Clyde, until 
way car is put on way-car track on return 
trip. This time to be paid for and in 
addition to and independent of all other 
time earned on road trip. Road crews 
will take only what stock they have into 
Hawthorne Yard to the United States 
yards. Road crews who have no stock 
into Hawthorne Yard will not go to the 
United States yards. 

QUESTION 7. 



Trainmen running to the Union Stock 
Yards at Chicago will be paid through 
freight rates with a minimum of three 
hours from the time train arrives at Clyde, 
or is stopped at the home semaphore ap- 
proaching Clyde, until way car is put on 
way-car track on return trip. This is to 
be in addition to the road trip. 1 



Trainmen will not be required to take 
train orders over the telephone. A train- 
man will not be required to desert his 
train to get or receive the block over the 
telephone. 



In every instance dispatchers will en- 
deavor to plan train movements to enable 
them to issue orders to train crews 
through open offices. 

Trainmen will not be required to take 
orders over the telephone except in cases 
of necessity to avoid unreasonable delays 
that could not be anticipated" by the 
dispatcher. 

Trainmen will not be required to dead- 
head to blind sidings to secure block for 
their trains. This will be left optional 
with the crew. 2 



QUESTION 8. 



The minimum rates of pay of passenger 
trainmen shall be as follows: Conductors, 
$134.20 per month; baggagemen, $80.85 
per month; brakemen and flagmen, $74.90 
per month. 

For the runs hereinafter specified, 
trainmen shall be paid as follows: 



Rates of pay, trainmen, passenger 
service: 

(a) Trainmen in passenger, mail, milk, 
and express service shall be paid as fol- 
lows on all runs of 4,000 miles or less per 
month: Conductors, $140 per month; 
baggagemen, $82 per month; brakemen 
and flagmen, $75 per month. 

(6) On all runs of over 4,000 miles and 
not exceeding 5,500 miles per month: 
Conductors, $165 per month; baggage- 
men, $96.75 per month; brakemen and 
flagmen, $87.50 per month. 

(c) All mileage in excess of 5,500 miles 
per month will be paid for as follows: 
Conductors, 3 cents per mile; baggage- 
men, 1.75 cents per mile; brakemen and 
flagmen, 1.5 cents per mile. 

(d) Baggagemen and brakemen re- 
quired to operate dynamos or serve as 
train electricians will receive $15 per 
month in addition to their regular rate. 

(e) Overtime rates: Conductors, 50 
cents per hour; baggagemen, 35 cents per 

i The rule in effect prior to this arbitration covering this point provided for payment of 2| hours' arbitrary 
to crews who go through to the Union Stock Yards. 

2 This is a new rule, there being nothing similar to it in the schedule in effect prior to this arbitration; 
on the contrary, the statement is made that the employer required more service of its trainmen of this 
character than any other western road. 





Con- 
duc- 
tor. 


Baggage- 
man. 


Brake- 
man 
and 
flag- 
man. 




S146. 30 
134. 20 
134. 20 
134. 20 
146. 30 

154.00 
146. 30 
146. 30 
165. 00 
165. 00 
165. 00 
165. 00 




$74. 90 






74.90 


Sterling-Shabbona 








74.90 


Galesburg-Mendota 

Streator - Aurora - Wal- 




74 90 




74.90 


Chicago-Mendota 

Mendota-Chicago 

Chicago-Galesburg 

Chicago-Quincy 

Chicago-Burlington 

Chicago-Savanna 


$81. 95 


74.90 
74.90 


88.55 
88.55 
88.55 
88.55 


74.90 
74.90 
74.90 
74.90 



RAILROAD LABOR ARBITRATIONS. 
QUESTION 8— Continued. 



415 



Proposal. 

hour; brakemen and flagmen, 30 cents 
per hour. 



Award. 









Brake- 




Con- 
duc- 


Baggage- 


man 
and 




tor. 


man. 


flag- 
man. 


Galesburg-Quincy 


8165. 00 




S74. 90 


Galesburg-Peoria-Bur - 








lington 


146. 30 




74.90 


Galesburg-B ur 1 ington, 








via Galva 


150. JO 




7o. GO 


Buda-Rushville 


150. 00 


"j$86.'85" 


75. 00 


Rock Island-Savanna . . 


134. 20 
150. 00 




74.90 


Galesburg-Rushville. . . 




74.90 


Minneapolis-Savanna. . 
St. Paul-Savanna 


165.00 


"'88.' 55* 


74.90 


165. 00 


88.55 


74.90 


Burlington-Quincy 


134. 20 


180.85 




Quincy-Burlington 

Fort Madison-O ttumwa 


134. 20 






134. 20 
14S. 00 






Ottumwa-Des Moines.. 


*"i'86.*85* 


"74." 90 


Des Moines- A Una 


134. 20 


i 80. 85 


74.90 


Burlington-Oskaloosa. . 


134. 20 


180.85 


74.90 


Winfield - Washington- 








Burlington 


134 20 




74. 90- 


Burlingtbn-Ottumwa. . 


143. 00 


""i'sO.So" 


74.90 


B urlington-Creston 


165. 00 




74.90 


Burlington-Omaha 


165.00 


88.55 


74.90 


Burlington-Omaha-Pa- 








cific Junction 


165. 00 


88. 55 


74.90 


Chariton-Indianola 


134. 20 


180.85 


74.90 


Des Moines-Cains ille- 








Mount Ayr-Osceola.. 


143.00 




74.90 


Des Moines-Cains" iile.. 




""I'so.'ss" 

i 80. 85 




Des Moines-Mount Ayr. 






Creston-Cumberland . . . 


'i 48*56" 


i 84. 53 


""74." 90 


Crest on-St. Joseph 


134. 20 


180.85 


74.90 


Burlington-Carrollton . . 


158. 00 


80- 85 


75. 00 


Keokuk - Shenandoah - 


}l58. 79 


fi 2 87.19 
\ i * SO. 85 


\ 77. 66 


Centerville-Van Wert 


Rock Island-St. Louis. . 


165.00 


85.25 


75.00 


Beardst own-Davenport 


134. 20 
165.00 




74.90 


St. Louis-St. Joseph — 


" MJ6."30" 


74.90 


Do 


165.00 




/ * 74. 90 

\ ♦ 80. 85 






Burlingt on-St. Louis... 


165. 00 


i 96. 33 


74.90 


Kansas City-St. Louis. 


165.00 




74.90 


(While Kansas City- 








St. Louis runs are in 








joint poo's with Chicago 








& Alton brakemen 








and flagmen will be 








paid S79.31.) 
Hannibal - Burlington 














(Nos. 3 and 10 only).. 


152. 90 


180.85 


74.90 


Hannibal - Palmyra 








Junction-Quincy 


134. 20 


180.85 


74.90 


Cameron Jnnction-St. 








Joseph-Kansas City . . 


148.00 




75.00 


BrookfieM - Hannibal- 






St. Joseph 

Brookfield-Kansas City 


165.00 


191.70 


74.90 


165.00 


180.85 


74.90 


Quincy-Kansas City 


165.00 


/ 181.95 
\ i&91. 88 


-74.90 
♦80.85 


(No. 5 men pooled act 








as baggagemen and flag- 








men.) 








Kansas City-Cameron 








Junction 




180.85 




St . Joseph-0 maha 


" 152*90 ' 
165.00 


"74.90 


Kansas City-Omaha 


"Vqg.'os" 


74.90 


St. Joseph-Kansas City 








(trains 44, 13,41,112). 


140.25 




74.90 


St. Joseph-Kansas City 






(trains 46, 45) 


140. 25 
150.00 




74.90 


St. Joseph-Villisca 


""'i's5.'66' 


75.00 


St. Joseph-Chariton 


140.25 




74.90 


St. Joseph- Omaha- 
Kansas City 












♦ 74. 90 


Char it on- Kansas City- 








St. Joseph 




180.85 





* Includes amount paid by express company. 
'Two men; 3.30 Sunday. 
8 Brakeman. 



♦Flagman. 
'" Three men. 



416 



RAILROAD LABOR ARBITRATIONS. 



QUESTION 8— Continued. 
Proposal. Award. 





Con- 
duc- 
tor. 


Baggage- 
man. 


Brake- 
man 
and 
flag- 
man. 


Lincoln-Omaha 


$137. 50 

152.90 
137. 50 
134.20 
140. 00 
165. 00 
145.00 
134. 20 




$74.90 


Lincoln-Pacific Junc- 
tion (trains 23, 24).... 




74.90 


Lincoln-Sioux City 

Sioux City-O'Neill 




74.90 




74.90 


Schuyler-Omaha 

Lincoln-Ravenna 




.74.90 
SO. 00 


Sargent-Aurora 




75.00 


Burwell-Palmer 






Burwell-Aurora 




75.00 


Columbus-Lincoln 


134. 20 
134.20 
134. 20 

134. 20 

137. 50 
145.00 
137. 50 

134. 20 
140. 00 
134. 20 

134. 20 
134. 20 
134. 20 
134. 20 
134. 20 

134. 20 
145. 00 
134. 20 




74.90 


Stromsburg-Alma 




74.90 


Kearney-Aurora 




74.90 


Wymore-L i n e o 1 n- 
Beatrice 




74.90 


Lincoln-Wymore (Sun- 
day only) 




74.90 


Lincoln-Concordia 




74.90 


Holdredge-Edgar 




74.90 


Chester-McCool Junc- 
tion 




74.90 


Nebraska City-Edgar. . . 




74.90 


Nebraska City-Lincoln. 

Falls City-Nebraska 

City 




74.90 
74.90 


Atchison-Rulo 






Red Cloud-Hastings 




74.90 


Republican-Oberlin 




74.90 


Orleans-St. Francis 




74.90 


Denver - L y o n s (one 
round trip) 




74.90 


Sterling-Holdredge 




85.00 


Ravenna-Seneca 




78.65 









All other passenger* runs to be paid in 
accordance with the rates in effect Febru- 
ary 1, 1914. 

Special allowances, relief trips, and 
other conditions affecting passenger train- 
men in effect February 1, 1914, shall 
continue. 

The overtime rates shall be 38.5 cents 
per hour for conductors and 25.3 cents per 
hour for baggagemen, flagmen, and 
brakemen. 

Baggagemen and brakemen required to 
operate dynamos will be paid at the rate 
of $15 per month in addition to their 
regular rates for the number of trips on 
the runs on which they are required to 
operate dynamos. 

New runs hereafter established shall be 
paid the equivalent of rates paid for 
similar runs on the division, but train- 
men thereon shall be paid at least the 
minimum rates named above. 

The minimum rates specified herein 
will include amounts paid by the express 
company on runs where such payments 
have been heretofore made, but should 
the amounts paid by the express com- 
pany be withdrawn the minimum rates 
will be continued. 



RAILROAD LABOR ARBITRATIONS. 



417 



QUESTION 9. 



Proposal. 



Passenger crews will not be required to 
handle freight cars in passenger trains 
except in case of emergency. If it is 
necessary to handle freight cars in pas- 
senger trains, conductors will receive 1.5 
cents per mile and baggageman and 
brakeman and flagman will receive 1.25 
cents per mile for the distance such 
freight cars are handled in addition to 
their regular monthly pay. 

If the baggageman is not required to 
assist in the work of handling freight cars, 
he will not be paid extra. 



Award. 



If it is necessary to handle freight cars 
in a passenger train, conductor will re- 
ceive 1 .25 cents per mile and baggageman, 
brakeman, and flagman will receive 1 cent 
per mile for the distance such freight cars 
are handled in addition to their regular 
monthly pay. 

If baggageman is not required to assist 
in the work of handling freight cars, he 
will not be paid extra. 

This rule shall apply to passenger serv- 
ice only and will not apply to mixed 
trains nor to a combination of freight and 
passenger trips made on the same day. 1 



QUESTION 10. 



Pay trains, officers' specials, inspection 
engine, or inspection trains shall be 
manned by at least one conductor and 
one flagman in train service, who will be 
paid, conductors, 3.4 cents per mile, and 
flagman, 2.4 cents per mile, with a mini- 
mum of $4.07 for conductor and $2.75 for 
flagman per day. 

If held in or laid up for one day or 
more, they will be paid at the minimum 
rates given above, living expenses to be 
borne by the company when away from 
home. 



Pay trains, officers' specials, or inspec- 
tion trains shall be manned by at least 
one conductor and one flagman in train 
service, who will be paid, conductors, 3.4 
cents per mile, and flagman, 2.4 cents per 
mile, with a minimum of $4T07 for con- 
ductor and $2.75 for flagman per day. 

If held in or laid up for one day or more, 
they will be 'paid at the minimum rates 
given above, living expenses to be borne 
by the company when away from home. 2 



QUESTION 11. 



Trainmen will not be required to handle 
trains or engines to or from yards and 
depot, nor pick up or set out cars where 
yardmen are employed, nor couple or un- 
couple air, signal, or steam hose, nor 
couple or uncouple safety chains, nor 
light coaches, nor put up or take down 
electric connectors, nor do other work 
that should be done by carmen at any 
point where car inspectors or car repairers 
are employed. If a passenger crew turns 
or lays up at a point where no carmen or 
yardmen are employed, they will be paid 
for all time used to get their train ready 
and to put it away at their overtime rates, 
actual minutes to be counted. 



At points where yardmen are employed 
and are at the time in actual service, train- 
men will not be required to handle trains 
or engines to or from yards and depots, 
nor to pick up or set out cars, nor to couple 
or uncouple air, signal, or steam hose, nor 
to couple or uncouple safety chains, nor 
to do other work usually performed by 
carmen where car inspectors or car re- 
pairers are employed. 1 



i This is a new rule, there being nothing similar to it in the schedule in effect prior to this arbitration. 

2 Rule 20 in the schedule in effect prior to this arbitration covering this item reads: Crews running pay 
trains, oTicers' specials, or inspection trains will be paid at the rate of 3.388 cents per mile for conductors 
and 2.31 cents per mile for brakemen, with a minimum of S4.07 and -82.75 per day for conductors and brake- 
men, respectively. If crews are held in or laid up for a dav, they shall be paid at the minimum rate given 
above; living expenses will be borne by the company when away from home. It will thus be seen that 
the rate per mile in this class of service for conductors is increased from 3.388 cents per mile to 3.4 cents 
per mile, and for brakemen or flagmen from 2.31 to 2.4 cents per mile, and it is made imperative that such 
trains must be manned by one conductor and one flagmen in train service. 



51393°— S. Doc. 493, 64-1 27 



418 



RAILROAD LABOR ARBITRATIONS. 



QUESTION 12. 



Proposal. 



Award. 



Conductors, collectors, brakemen, or 
flagmen will not be required to handle 
cream or cream cans, fish, or any other 
freight or express matter liable to spoil 
uniforms. Brakemen or flagmen will not 
be required to assist baggagemen at ter- 
minals. This rule does not apply to the 
milk train between Shabbona and 
Chicago. 



Brakemen required to ride in baggage 
cars or cream cars to handle milk or cream 
cans or other articles carried in such cars 
shall be allowed additional pay at the rate 
of $10 per month for the days so worked, 
and shall not be required to wear uni- 
forms. This not to apply to the Shabbona 
milk run. 1 



QUESTION 13. 



No deductions of pay will be made in 
salary of assigned trainmen if they are 
ready for service. 



No deductions will be made from the 
pay of assigned trainmen if they are ready 
for service; but when not used on their 
assigned runs they may be used in other 
service of a similar character or in cases of 
emergency, and their pay when so used 
shall be on the basis of the higher-paid 
service, but they shall not be paid for 
both services. 1 



QUESTION 14. 



It is agreed that the company will not 
make reductions in crews as of JDecember 
1, 1912, or increases in mileage for the 
purpose of offsetting the increases granted 
passenger trainmen by reason of the 
change of the method of payment of pas- 
senger trainmen. 



It is agreed that the company will not 
make reductions in crews or increases in 
mileage as of December 1, 1913, for the 
purpose of offsetting the increases of 
wages given passenger trainmen. 



QUESTION 15. 



Trainmen in suburban service shall be 
paid as follows: 



Trainmen in suburban service shall be 
paid as follows for calendar working days 
per month: 



Runs from— 


Miles 
run. 


Num- 
ber 

crews. 


Rate 

per 

month. 


Con- 
duc- 
tors. 


Chicago to Riverside (4 
round trips per day, 
calendar working days 


88.8 
84.8 


2 

3 


$112.80 


Chicago to Downers Grove 
(2 round trips per day, 
calendar working days 
per month) 


112.80 



Run. 


Crews. 


Con- 
duc- 
tors. 


Collec- 
tors. 


Chicago to Downers Grove 

(2 round trips daily). . . 
Chicago to Downers Grove 

(3 round trips daily). . . 
Chicago to Aurora (1 

round trip daily) 

Chicago to Aurora (2 

round trips daily) 


6 

3 

*3 


$112.80 
137.00 
112.80 
160.00 

137.00 


$85.00 
96.00 
85.00 

110.00 


Chicago to Aurora to 
Downers Grove ( 1 round 
trip daily) 


3 


96.00 







» This is a new rule, there being nothing similar to it in the schedule in effect prior to this arbitration, 
a Pooled. 



RAILROAD LABOR ARBITRATIONS. 



419 



QUESTION 15— Continued. 
Proposal. Award. 



Runs from— 



Chicago to Downers 
Grove (3 round trips per 
day, calendar working 
days per month) 

Chicago to Aurora (1 
round trip per day, 
calendar working days 
per month) 

Chicago to Aurora (2 
round trips per day, 
calendar working days 
per month) 

Chicago to Aurora and 
Downers Grove (1 
round trip per day, 
calendar working days 
per month) 

Downers Grove to Chica- 
go, Chicago to River- 
side, Riverside to Chi- 
cago 

Chicago to Aurora, Auro- 
ra to Downers Grove, 
Shabbona to Chicago 
and return (1 round 
trip per day, calendar 
working days per 
month) 

Aurora to Chicago (milk 
run, 1 round trip per 
day, calendar working 
days per month) 



Mile* 


Num- 
ber 


run. 


crews. 


127.2 


4 


74.8 


2 


149. G 


1 


117.2 


1 


97.0 


1 


134.0 


1 


74.8 


1 



Rate 
per 

mmth. 



Con- 
duc- 
tors. 



Run. 



£137.00 



112. 



160.00 



137.00 



119.90 



171.45 



(1.) 





Rate per 


Joint 




month. 


express, 








bag- 


Runs from— 






gage, 




Collec- 
tors. 


Brake- 
men. 


and 
brake- 
men. 


Chicago to Riverside (4 








round trips per day, 








• calendar working days 










$85.00 


$70.00 


$77 45 


Chicago to Downers 








Grove(2round trips per 






■ 


day, calendar workmg 








days per month) 


85.00 


70.00 


77.45 


Chicago to Downers 








Grove(3 round trips per 








day, calendar working 








days per month) 


96.00 


76.00 


90.00 


Chicago to Aurora (1 








round trip per day, 








calendar working days 








per month) 


85.00 


70.00 


80.00 


Chicago to Aurora (2 








round trips per day, 








calendar working days 










110.00 


( 3 ) 


105 00 


Chicago to Aurora and 






Downers Grove (1 








round trip per day, 








calendar working davs 








per month) 


96.00 


76.00 


90.00 



Chicago to Downers Grove 
(2 round trips daily) 

Chicago to Downers Grove 
(3 round trips daily) 

Chicago to Aurora (1 
round trip daily) 

Chicago to Aurora (2 
round trips daily) 

Chicago to Aurora to 
Downers Grove (1 
round trip daily) 




76.00 



When vacancies occur in conductor- 
ships on suburban trains, the said vacan- 
cies are to be filled by appointment of 
men as follows: Three freight conductors; 
one collector; continuing in that way; all 
such suburban men to be eligible to pro- 
motion to through runs. All collectors in 
suburban service who are extra conduc- 
tors as of December 1, 1912, will be 
handled under this rule. After these men 
are assigned to regular places as conduc- 
tors, the rule to be void and promotion to 
be governed by general seniority rules; 
provided, however, that all trainmen en- 
gaged in suburban service will be placed 
on Aurora seniority list from date of en- 
tering service. Rule 42 (a) shall not ap- 
ply and the rates above specified include 
compensation for all work connected with 
and incidental to the suburban service. 



1 Includes amount paid by express companv. 

2 Includes $11 paid by railroad company for handling milk at platform, Chicago. 

3 3 crews pooled. 



420 



RAILROAD LABOR ARBITRATIONS. 



QUESTION 15— Continued. 
Proposal. Award. 





Rate per 
month. 


Joint 

express, 

bag- 


Runs from— 


Collec- 
tors. 


Brake- 
men. 


gage, 
and 
brake- 
men. 


Downers Grove to Chica- 
go, Chicago to River- 
side, Riverside to Chi- 
cago 


$89. 93 

1 110. 00 
110.00 


$75. 19 




Chicago to Aurora, Auro- 
ra to Downers Grove, 
Shabbona to Chicago 
and return (1 round 
trip per day, calendar 
working days per 
month) 


/2$92.70 
\ 87.20 

3 85.00 


Aurora to Chicago (milk 
run, 1 round trip per 
day, calendar working 
days per month) 



3 Baggagemen. 

2 Flagmen. Includes £5.50 for handling express 
and baggage, Shabbona- Aurora. 

3 Baggagemen's helper from Aurora to Chicago 
and return. 

When vacancies occur in conductor- 
ships on surburban trains, the said va- 
cancies are to be filled by appointment 
of men as follows: Three freight con- 
ductors, one collector, continuing in that 
way, all such surburban to be eligible to 
promotion to through runs. All collect- 
ors in surburban service who are extra 
conductors as of December 1, 1912, will 
be handled under the foregoing rule: 
After these men are assigned to regular 
places as conductors the rule to be void 
and promotion to be governed by general 
seniority rules, provided, however, that 
all trainmen engaged in surburban.service 
will be placed on Aurora seniority list 
from date entering service. 

Unless otherwise provided, passenger 
rules will govern all special allowances 
incidental to surburban service. 



QUESTION 16. 



Mixed train service: A combination of 
passenger and freight service in one train 
will be classed as mixed trains and con- 
ductors paid 4.25 cents per mile and 
brakemen2.83 cents per mile, 100 miles or 
less, 10 hours or less, to constitute a day, 
overtime pro rata. Where a trainman 
handles baggage or express, he will re- 
ceive $15 per month in addition to his 
regular pay. 

It is understood under the above rule 
if the crew handles local merchandise or 
does station switching they will be con- 
sidered a way freight train and receive a 
way freight rate, except as follows: 



Mixed Train Service and Miscella- 
neous Runs. 

aurora division. 

Forreston, Oregon, and Rochelle run, 
two round trips per day, calendar work- 
ing days per month; conductors, $117.98; 
brakemen, $76.23. Brakemen allowed 
one and one-half hours at the rate of 32.5 
cents per hour for switching at Forreston. 

Conductors paid 47.5 cents per hour and 
brakemen paid 32.5 cents per hour for 
switching at Oregon. 



EAILKOAD LABOR ARBITRATIONS. 



421 



QUESTION 16— Continued. 



Proposal. 



Award. 



AURORA DIVISION. 

Forreston and Oregon run to be paid as 
shown on page 25 of old schedule and 

footnote. 1 2 



SHABBONA MILE RUN, 134 MILES. 

For calendar working days per month: 
Conductor $171.45, flagman $87.20— $5.50 
additional for handling express and bag- 
gage Shabbona- Aurora. Baggagemen 
$109.20— Aurora to Chicago. Includes 
amount paid by express company and $11 
paid by railroad company for handling 
milk at platform Chicago. Baggageman's 
helper $81.45 — Aurora to Chicago and 
return, one round trip per day. 



LA CROSSE DIVISION. 

-Winona and East Winona: Day con- 
ductors $110 and brakemen $75 per 
month, 10 hours to constitute a day, 
overtime pro rata. 

Winona and East Winona: Night con- 
ductors $110 and brakemen $75 per 
month, 10 hours to constitute a day, 
oA-ertime pro rata. 

Dubuque and East Dubuque: Day con- 
ductors $110 and brakemen $75 per 
month, 10 hours to constitute a day, 
overtime pro rata. 

Dubuque and East Dubuque: Night 
conductors $110 and brakemen $75 per 
month, 10 hours to constitute a day, 
overtime pro rata. 

Galena and Galena Junction : Day con- 
ductors $110 and brakemen $75 per 
month, 10 hours to constitute a day, 
overtime pro rata. 

Galena and Galena Junction: Night 
conductors $110 and brakemen $75 per 
month, 10 hours to constitute a day, 
overtime pro rata. 



BURLINGTON DIVISION. 

Tracey and Oskaloosa run, two round 
trips on passenger, one round trip on 
freight; calendar working days per 
month. Conductors 8120.50. brakemen 
$72.50 per month. If crew is required to 
do extra work or make extra trip, they 
will be paid extra at established rates for 
such work performed. 



LA CROSSE DIVISION. 

Winona and East Winona: Day con- 
ductors $110 and brakemen $72.50 per 
calendar month. Twelve hours consti- 
tute a day's work. Time for lunch al- 
lowed. 

Winona and East Winona: Night con- 
ductors $110 and brakemen $72.50 per 
calendar month. Twelve Hour's consti- 
tute a day's work. Time for lunch 
allowed. Night brakemen to be paid 
extra for coaling engine as at present. 

Dubuque and East Dubuque: Day 
conductors $110 and brakemen $72.50 per 
calendar month. Twelve hours consti- 
tute a day's work. Time for lunch al- 
lowed. 

Dubuque and East Dubuque: Night 
conductors S110 and brakemen $72.50 per 
calendar month. Twelve hours consti- 
tute a day's work. Time for lunch al- 
lowed. 

Galena and Galena Junction: Day con- 
ductors 3 8110 and brakemen $72.50 per 
calendar month. Twelve hours consti- 
tute a day's work. Time for lunch al- 
lowed. 

Galena and Galena Junction: Night 3 
conductors $110 and brakemen 4 $72.50 
per calendar month. Twelve hours con- 
stitute a day's work. Time for lunch al- 
lowed. 

BURLINGTON DIVISION. 

Tracey and Oskaloosa run : Two round 
trips on passenger, one round trip on 
freight; calendar working days per 
month. Conductors $120.50, brakemen 
$72.50 per month. 



1 Brakemen allowed H hours at rate of 31.9 cents per hour for switching at Forreston. Conductors paid 
47.3 cents per hour and brakemen paid 31.9 cents per hour for switching at Oregon. 

2 On page 25 of the schedule of rules and rates of pay for trainmen, of Sept. 1. 1902, and amended to Dec. 
29, 1910. the Forreston to Oregon run (2 round trips per day, calendar working days per month) is entered: 
"72 miles run; number of crews, 1; conductors, S117.9S per month; brakemen, $76.23 per month." 

3 Includes amount paid by express company. 

* Night brakemen on Galena branch run shall also act as night operator at Galena. 



422 



RAILROAD LABOR ARBITRATIONS. 



QUESTION 16— Continued. 



Proposal. 



Award. 



CENTERVILLE DIVISION* 

Centerville, Carrollton, and return. 
Sunday only. Conductors $6.60 per day 
and brakemen $3.85 per day. 

Clarinda and Shenandoah, 5 cents per 
mile for conductors and 3.45 cents per 
mile for brakemen, including switching 
at Clarinda and Shenandoah, 100 miles 
or less, 10 hours or less to constitute a 
day. 

HANNIBAL DIVISION. 



CENTERVILLE DIVISION. 

Centerville, Carrollton, and return, 
Sunday only. Conductors $6.60 per day, 
brakemen $3.85 per day. 



Hannibal and Louisiana run: Conduc- 
tors $118.58 and brakemen $76.23 per 
month, including switching during day, 
10 hours or less, 100 miles or less, to con- 
stitute a day. 



Old Monroe, Francis, and return, Mon- 
days, Wednesdays, and Fridays. Con- 
ductors, $88 per month; brakemen, $58.66 
per month; to be paid extra for making 
up train at both ends of run at overtime 
rates for way freights. 



HANNIBAL DIVISION. 

Hannibal, Louisiana, and return: Con- 
ductors $118.58 andj^rakemen $76.23 per 
calendar working day month, including 
switching and work service during the 
day. 

Old Monroe, Francis, and return, Mon- 
days, Wednesdays, and Fridays. Con- 
ductors $88 and" brakemen $58.66 per 
month. Paid extra for making up trains 
at both ends of run. 



ST. JOSEPH DIVISION. 

Leavenworth stub: Conductors, $110 
per month; baggagemen and brakemen 
$75.00 per month; extra pay for switching 
at Armour and Leavenworth, overtime 
after 10 hours pro rata. 

Atchison stub: Conductors, $110 per 
month; baggagemen and brakemen, $75 
per month. Extra pay for switching at 
Armour and Leavenworth, overtime 
after 10 hours pro rata. 

Station switching at Villisca by St. 
Joseph division crews will be paid for at 
50 cents per hour for conductors and 34.5 
cents for brakemen. 



ST. JOSEPH DIVISION. 

Leavenworth stub: Conductors, $110 
per month; baggagemen 1 and brakemen, 
$72.50 per calendar month. 

Paid extra for switching at turn-around 
points at $0,385 for conductor and $0,253 
for trainmen per hour. 

Atchison stub, for day crews: Con- 
ductor, $110 per calendar month; baggage- 
man 1 and brakeman, $72.50 per calendar 
month. If required to do switching will 
be paid for at rate of 38.5 cents per hour 
for conductor and 25.3 cents per hour for 
brakeman. 



LINCOLN DIVISION. 



Greely Center and Erickson, daily 
except Sunday. Conductors, $4.25 per 
day; brakemen, $2.83 per day, minimum 
of 100 miles or less, 10 hours or less to con- 
stitute a day; overtime pro rata. 



1 Includes amount paid by express company. 



RAILROAD LABOR ARBITRATIONS. 



423 



QUESTION 16— Continued. 



Proposal. 



Award. 



For night crews: Conductors $110 per 
calendar month, baggagemen ' and 
brakemen $72.50 per calendar month. 
Extra pay for switching at Armour and 
unloading merchandise at Armour and 
Winthrop at rates for conductors of 38.5 
cents per hour and for baggagemen and 
brakemen 25.3 cents per hour. 

Station switching at Villisca by St. 
Joseph division crews will be paid for at 
47.5 cents per hour for conductors and 32.5 
cents per hour for brakemen. 

LINCOLN DIVISION. 

Greeley Center-Erickson, daily except 
Sunday: Conductors 2 $4.5375, brake- 
men $3,146 per day. No extra compensa- 
tion for switching. Pay for extra trips or 
construction service. 



WYMORE DIVISION. 

Nebraska City and Payne: Conductors 
$115. brakemen (yardmen) bridge run. 

Table Rock and Lincoln: Conductors 
4.25 cents per mile and brakemen 2.83 
cents per mile, allowing one hour's switch- 
ing on No. 119 at Table Rock. 

Superior and Edgar, two round trips: 
Conductors $121 per month, brakemen 
$81.07 per month. Pay for all switching 
at Superior and Edgar except work of 
making up their train, overtime pro rata 
after 11 hours and 20 minutes; above rate 
on basis of 26 days per month. 



WYMORE DIVISION. 

Nebraska City and Payne, bridge run: 
Conductors $115; brakemen (yardmen). 
Month of 26 working days. 

Table Rock and Lincoln, trains Nos. 
119 and 120, round trip: Conductors 
$127.05 and brakemen $87.73 per month. 
Allow one hour switching on No. 119 at 
Table Rock. Month of 26 working days. 

Superior and Edgar, two round trips: 
Conductors $121, and brakemen $81.07 
per month of 26 working days . Extra pay 
for switching at initial and turn-around 
points. 



ALLIANCE DIVISION. 

Hot Springs and Minnekahta mixed 
run: Conductors $125.24 per month, 
brakemen $84.70 per month; pro rata 
extra trips. Minimum of 100 miles for 
all trips; all assigned territory at through 
freight rates. 



ALLIANCE DIVISION. 

Minnekahta and Hot Springs: Conduc- 
tor $125.24, and brakeman $84. 70 per 
month. Brakeman acts as express and 
baggage man. Actual mileage at through 
freight rates to be paid for extra trips on 
assigned territory, and actual miles or 
hours at through freight rates when off 
assigned territory. 



SHERIDAN DIVISION. 



Frannie and Cody, two round trips 
daily except Sunday: Conductors $154, 
head brakemen $90.15, rear brakemen 
$103.07 per month. One hour's switch- 
ing allowed at Cody. 



SHERIDAN DIVISION. 

Frannie and Cody; two round trips 
daily except Sunday. Conductors $154 
and brakemen $90.15 per month. One 
hour switching allowed at Cody at way 
freight rates. 

The compensation, basis of payment 
and allowances of the following runs are 
determined as indicated below: 

Aurora-West Chicago- West Batavia, un- 
changed. Shabbona-Serena, unchanged. 
Rockford-Shabbona, unchanged. Ster- 
ling-Rock Island-Barstow, for month of 
calendar working days: Conductor $145; 



1 Includes amount paid by express company. 
Conductors paid S5 per month extra for handling express. 



424 RAILBOAD LABOR ARBITRATIONS. 

QUESTION 16— Continued. 
Proposal. Award. 



baggagemen $85, including amount paid 
by express company; brakeman $77.50. 
Galesburg-West Havana, unchanged. 
Quincy - Louisiana, unchanged. Canton 
switch run, unchanged. Hannibal-Ilasco, 
unchanged . Hannibal - Ilasco - Shaleton , 
unchanged. Keokuk -Mount Pleasant, 
unchanged. Ottumwa-Fort Madison, un- 
changed . Burlington -Washington , un - 
changed. Oskaloosa-Winfield, unchanged. 
Smoky Hollow Coal Mine run, per day of 
10 hours, overtime pro rata: Conductor 
$4.40, brakeman $3.10. Sidney- Carson: 
Conductor $145; baggageman $94, includes 
amount paid by express company; brake- 
man $91. Red Oak-Griswold: Conduc- 
tor $142.50; baggageman $85.01, includes 
amount paid by express company; brake- 
man $77.50. Brookfield-Carrollton and re- 
turn, unchanged. Napier -Villisca, un- 
changed. Pacific Junction-Council Bluffs, 
unchanged. Falls City- Nebraska City- 
Table Rock, unchanged. Fairmont-Ches- 
ter, unchanged. Fairmont-Endicott, un- 
changed. McCook-Imperial, unchanged. 
Republican-Oberlin rates changed to $4.40 
for conductor and $3.10 for brakeman. 
Orleans- St. Francis, rates changed to $4.40 
for conductor and $3.10 for brakeman. 
Lincoln-Omaha- Pacific Junction: Brake- 
man's rate changed to $78. Daytons Bluff 
and Minneapolis transfer: Conductor 45.5 
cents per hour; brakeman 31.5 cents per 
hour. Ten hours one day. Overtime 
pro rata. 

Clarinda- Villisca, Villisca - B i g e 1 o w , 
Bigelow-Clarinda (trains 47, Ex. 56-49), 1 
crew. Conductor $137, brakeman $77. 26. 1 

Clarinda - Bigelow, 2 Bigelow- Villisca, 
Villisca-Clarinda (trains 50, 48, 55, 89), 1 
crew. Conductor $148.50, brakeman 
I87.46. 1 

Trains 50, 55, 56, 49; baggageman $86. > 

Kirby-Casper — Through freight rates. 

Where overtime rates are now specified 
as $0,473 and $0,319 for conductors and 
trainmen, respectively, they shall be 
changed to $0,475 and $0,325, respec- 
tively. 

It is the intention that these runs shall 
be tabulated, and except as above indi- 
cated the rates of pay, overtime basis and 
other allowances and conditions as of Feb- 
ruary 1, 1914, shall continue. 3 



1 Includes amount paid by express company. 

2 Switching at Clarinda will be paid for at 47.5 cents per hour for conductors and 32.5 cents per hour for 
brakemen. 

3 When change is made in the schedule time of any train referred to or tabulated under this rule (52), 
the overtime basis of which is related to the schedule time of train, the pay will be readjusted on a fair 
basis. When new runs are established or existing runs changed, the rates of pay will be adjusted on a 
fair basis after conference between the general manager and the central committee representing the con- 
ductors and trainmen. 



RAILROAD LABOR ARBITRATIONS. 



425 



QUESTION 17. 



Proposal. 



Award. 



Bates of pay. Mountain service. 

Edgemont and Dead wood, through 
freight: Conductor 4.96 cents per mile, 
brakeman 3.43 cents per mile; way freight 
conductor 5.55 cents per mile, and brake- 
man 3.78 cents per mile; 100 miles or les3, 
10 hours or less to constitute a day, over- 
time pro rata. 

Dead wood to Spearfish, mixed run: 
Conductor 5 cents per mile, brakeman 
•3.55 cents per mile; 100 miles or less, 10 
hours or less to constitute a day's run; 
overtime pro rata. 

Mine runs in Black Hills district: Con- 
ductor 4.84 cents per mile, brakeman 3.63 
cents per mile; 100 miles or less, 10 hours 
or less to constitute a day; overtime pro 
rata. 

Dead wood and Lead Electric service: 
Conductor $4.07 per day; overtime pro 
rata after 10 hours. 

Denver and Lyons branch, through 
freight: Conductor 4.96 cents per mile, 
brakeman 3.43 cents per mile; way 
freight, conductor 5.55 cents per mile, 
brakeman £78 cents per mile; 100 miles or 
less, 10 hours or less to constitute a day; 
overtime pro rata. 

On the tabulated runs and in mountain 
service, unless otherwise provided, the 
rules for overtime or special allowance 
will govern in the different classes of 
Bervice. 



ALLIANCE DIVISION AND BLACK HILLS DIS- 
TRICT. 

Through freight, Edgemont and Engle- 
wood, 98.5 miles, allow 115 miles. Crews 
do necessary switching at Hill City with- 
out pay. Time allowed for switching at 
Englewood after one hour. Road over- 
time to be paid for at through freight 
overtime rates after 10 hours. 

Through freight, Edgemont to Dead- 
wood. 106.9 miles, allow 125 miles. Crewa 
do necessary switching at Hill City with- 
out pay. Time allowed for switching at 
Englewood after one hour. Road over- 
time to be paid for at through freight 
overtime rates after 10 hours and 40 min- 
utes. 

Dead wood and Spearfish, 79 miles: Con- 
ductors $125.24, and brakemen $90.15 per 
month of 26 days. Brakeman acts as 
express and baggageman. Month's com- 
pensation includes switching. Road over- 
time paid for at way-freight overtime rates 
after schedule time of train has been ex- 
ceeded one hour. 

BlaclS Hills and Fort Pierre R. R — 
Deadwood and Ruby Basin runs. Con- 
ductors $4.84 and brakemen $3.63 per 
day. Ten hours constitutes a day's work. 
Overtime pro rata. 

Edgemont and Englewood, way freight: 
Conductors $0.0475 and brakemen $0.0325 
per mile. Overtime at regular way- 
freight rates after one hour to be paid on 
basis of allowed mileage taken at an aver- 
age speed of 11 miles per hour — 98.5 
miles, allow 115 miles. Crews do nec- 
essary switching at Hill City without pay. 
Time allowed for switching at Englewood 
after one hour. 

Edgemont and Deadwood, way freight: 
Conductors $0.0475 and brakemen $0.0325 
per mile. Overtime at regular way- 
freight rates after one hour to be paid on 
basis of allowed mileage taken at an aver- 
age speed of 11 miles per hour — 106.9 
miles, allow 125 miles. Crews do neces- 
sary switching at Hill City without pay. 
Time allowed for switching at Englewood 
after one hour. 

Deadwood and Lead electric service: 
Conductors. $122.10 per month; overtime 
pro rata after 10 hours per day. 

Edgemont and Hill City, round trip. 
120.8 miles, allow 140 miles: Crews do 
necessary switching at Hill City without 
pay; overtime at through- freight rates on 
basis of 10 miles per hour on actual miles 
run. 

Deadwood and Hill City, round trip, 
93 miles, allow 125 miles: Crews do neces- 
sary switching without extra pay; over- 
time after 10 hours at through-freight 
rate. 



426 



RAILROAD LABOR ARBITRATIONS. 



QUESTION 17— Continued. 



Proposal. 



Award. 



Hill City and Keystone, side trip, 19.1 
miles round trip, allow 25 miles: Crews 
do necessary switching at Hill City 
without extra pay. 1 



QUESTION 18. 



LOCAL, THROUGH, AND IRREGULAR 
FREIGHT SERVICE. 



Trainmen in local -freight service will 
be paid, for conductors 5 cents per mile 
and brakemen 3.45 cents per mile. 100 
miles or less, 10 hours or less, to constitute 
a day; overtime pro rata. 



Trainmen in local-freight service will 
be paid as follows: Conductors 4.75 cents 
per mile and brakemen 3.25 cents per 
mile, 100 miles or less, 10 hours or less to 
constitute a day; overtime pro rata. The 
following way-freight runs are to be tabu- 
lated at their present basis of pay, over- 
time, and other allowances and condi- 
tions : 

Aurora to Streator. 

Mendota to Denrock. 

Galesburg to Peoria. 

Burlington to Ottumwa. 

Albia to Creston. 

Galesburg to Burlington. 

Creston to Pacific Junction. 

Brookfield to Centerville. 

Lincoln to Aurora. 

Aurora to Burwell. 

Wymore to Napier. 

Wymore to Red Cloud. 

Chester to Fairmont. 

Wymore to Lincoln. 

Burlington to Centerville. 

Keokuk to Centerville. 

Beardstown to Reo. 

Hannibal to Burlington. 

Brookfield to Hannibal. 

Brookfield to St. Joseph. 

Kansas City to Cameron Junction. 

Lincoln to Plattsmouth. 

Sutton to Alma. 

Aurora to Ravenna. 

Table Rock to Lincoln. 

Edgar to Holdrege. 

Endicott to Fairmont. 



Local-freight trains are trains that are 
run for the purpose of doing all way 
freight between designated terminals. 
Way- freight work consists of handling 
short cars, doing station switching, load- 
ing and unloading freight. 



QUESTION 19. 

This proposed rule is denied. 



1 The conditions specified in the remarks and under the tabulations on pages 58 and 
of Dec. 29, 1910, to be continued except as in this rule specifically changed. 



of the schedule 



RAILROAD LABOR ARBITRATIONS. 



427 



QUESTION 20. 



Proposal. 



Award. 



Crews delayed 30 minutes or more at 
terminals from time ordered to report for 
duty until train is clear of established 
terminal limits will be paid for the full 
delay at overtime Tates. In case no 
terminal time is earned on outgoing 
trains, road time will begin at time crew 
is ordered to report for duty. Crews de- 
layed 30 minutes or more after arrival at 
established terminal limits will be paid 
for the full delay at overtime rates. In 
case no terminal time is earned on in- 
coming trains, road time will continue 
until crew is relieved. 



Throtigh-freight crews and way-freighl, 
crews paid on mileage basis delayed one 
hour or more in starting from or after 
arriving at a terminal will be paid for the 
full delay. 

Time at starting terminal to be com- 
puted from time crew is ordered to leave. 1 



QUESTION 21. 



Way freight crews paid mileage rates, 
delayed one hour or more in starting from 
or after arriving at a terminal will be paid 
for the full delay. In computing over- 
time, time allowed under this rule will 
be deducted to prevent duplicate pay- 
ment. 

QUESTION 22 



This proposed rule is denied. 



Proposed by company: Way freight 
crews, paid monthly rates, will be allowed 
full overtime at 47.3 and 31.9 cents per 
hour, respectively, for conductors and 
brakemen, including terminal delays, 
when schedule time is exceeded one hour. 



Way freight crews paid monthly rates 
will be allowed full overtime at 47.5 and 
32.5 cents per hour for conductors and 
brakemen, respectively, including ter- 
minal delays, when schedule time is 
exceeded one hour. 



QUESTION 23. 



Proposed by company: When way 
freights are annulled and through freights 
are required to do way freight work, such 
as unloading freight at stations and doing 
station switching other than picking up 
and setting out cars they will be paid way 
freight rates for the whole or that portion 
of the trip for which the way freight train 
has been annulled. If for any reason 
other than annulment of a way freight 
train, way freight work is done by a through 
freight train, the actual time used in 
doing such way freight work shall be paid 
for at hourly rates. 

In computing overtime, time allowed 
under this rule will be deducted to pre- 
vent duplicate payments. 



When way freights are annulled and 
through freights are required to do way 
freight work, such as loading or unloading 
freight at stations or doing station switch- 
ing other than picking up and setting out 
cars, they will be paid way freight rates 
for the whole or that portion of the trip 
for which the way freight train has been 
annulled. If for any reason other than 
the annulment of a way freight train, 
way freight work is done by a through 
freight train, the actual miles run or time 
used in such work shall be paid for at way 
freight rates. 

In computing overtime, time allowed 
under this rule will be deducted to pre- 
vent duplicate payments. 2 



i The rule in the schedule in effect prior to this arbitration covering this point is rule 20, under ''Through- 
freight service, '' and reads: "Crews delayed one hour or more in starting from or after arriving at a terminal 
will be paid for the full delay." 

• 2 The rule in effect in the schedule prior to this arbitration covering this point is rule 45 under "Way 
freight runs" and reads: "When way freights are annulled and through freights are required to do way 
freight work, such as unloading freight at stations and doing station switching other than picking up and 
setting out cars, they will be paid way freight rates for the whole or that portion of the trip for which the 
way freight train has been annulled. If for any reason other than annulment of a way freight train, way 
freight work is done by a through freight train, the actual time in doing such way freight work shall be 
paid for at hourly rates. " 



428 



RAILROAD LABOR ARBITRATIONS. 



QUESTION 24. 



Proposal. 



Award. 



Proposed by company: Freight crews 
required to do switching or other work 
at terminals will be paid full time, pro- 
viding the time exceeds 30 minutes, 
except when pay is arranged to suit such 
service. 



Freight crews required to do switching 
or other work at terminals will be paid 
full time, providing the time exceeds 
15 minutes. 

This rule is interpreted to mean that 
tabulated runs that heretofore paid extra 
for terminal switching shall continue to 
pay on the same basis, "otherwise this rule 
will not apply to the tabulated runs. 1 



QUESTION 25. 



A crew required to do switching or 
other work at terminals will be paid full 
time for such service as per rule 14, as 
agreed to June 27, 1913. 

QUESTION 



This proposed rule is denied. 



26. 



On turn -around trips, if the time con- 
sumed at the turning point is two hours 
or more, crew will be paid for all time at 
the turning point in addition to all other 
time earned. * 

QUESTION 27 



This proposed rule is denied. 



Overtime pro rata will be paid for all 
time used to complete a trip in excess of a 
rate of speed of 10 miles per hour, time to 
be computed as per rule 14. 

QUESTION 



This proposed rule is denied. 



28. 



In freight service overtime pro rata 
will be paid for all time used to complete 
a trip in excess of a rate of speed of 10 
miles per hour, time to be computed from 
the time crew is ordered to leave initial 
terminal until relieved at destination. 



In freight service, except as otherwise 
provided in tabulated runs, overtime pro 
rata wil] be paid for all time used to com- 
plete a trip in excess of a rate of speed of 
10 miles per hour, time to be computed 
from the time crew is ordered to leave 
initial terminal point until relieved at 
destination. 2 



QUESTION 29. 



Crews in through and irregular freight 
service, required to load or unload mer- 
chandise, or to do station switching, or 
place cars for other trains, or to set out cars 
on more than one track, or to load or unload 
stock or material, or to rebrass,ice, or weigh 
cars, or to replace derailed cars, or chain 
up cars set out by other trains, will be 
paid for such work at regular overtime 
rates. Time consumed in performing one 
or more of the above-mentioned classes of 
service at or between different points to 
be cumulative. Crews required to clean 
or sand stock cars, or to load or unload 



Crews in through and irregular freight 
service required to clean or sand stock 
cars, or to rebrass, chain up. or replace de- 
railed cars set out or derailed by other 
trains, or to put up coal at any point will 
be paid at their overtime rate for the 
actual time consumed. Switching inci- 
dental to work paid for under this rule 
will be included in the time of such 
work. 3 



i The rule in effect in the schedule prior to this arbitration covering this point is rule 36 under "Through 
freight service," and reads: "A crew required to do switching or other work at terminals will he paid lull 
time, providing the time exceeds 30 minutes, except when pay is arranged to include such service." 

-' The rule in effect in the schedule prior to this arbitration "covering this point is rule 29 under ' 'Through 
freight service,'' and reads: "Overtime prorata will be paid for all time used to complete a trip in excess 
of a rate of speed oflO miles per hour, time to be computed from the time crew is ordered to leave initial 
terminal until relieved at destination." 

3 This is a new rule, there being nothing similar to it in the schedule in effect prior to this arbitration. 



RAILROAD LABOR ARBITRATIONS. 429 

QUESTION 29— Continued. 
Proposal. Award. 

stock at intermediate points or terminals, 
will be paid for actual time consumed, at 
their overtime rates in addition to trip. 

QUESTION 30. 

Crews in through and irregular freight This proposed rule is denied, 
service, consuming two hours or more pick- 
ing up or setting out cars between the ter- 
minals of their runs, will be paid local 
freight rates for such trips, the only time 
to be counted under this article is that 
necessarily required in doing the work. 
It is understood that short cars will be 
handled on way freight trains, however, 
if through and irregular freights are re- 
required to handle short cars, they will 
be paid for actual time doing such work, 
if less than two hours, at their regular over- 
time rates. Stock and perishable freight 
excepted. 

QUESTION 31. 

Pool crews will be guaranteed 3,000 When traffic becomes so light that pool 

miles per month or paid therefor, ter- crews can not make 3,000 miles per month 

minal delay and overtime not to be com- the number will be reduced. This rule 

puted to make up the above mileage, not to operate to prevent pool crews from 

This rule not to operate to prevent pool making more than 3,000 miles per 

crews from making more than 3,000 miles month. 1 
per month. 

QUESTION 32. 

Pool crews held at their away -from- Pool crews will be paid 100 miles for the 
home terminal 24 hours or more from time first 30 hours held at other than their 
of arrival will be paid 10 hours' pay for home terminals and 100 miles for each 
each 24 hours so held. complete 24 hours so held thereafter, 

except in cases of snow blockades, wash- 
outs, or serious wrecks preventing the 
operation of trains. 2 

QUESTION 33. 

Assigned crews ready for work will re- Assigned crews ready for work will re- 
ceive a full month's pay, it being under- ceive a full month's pay, it being under- 
stood that no time will be deducted on stood that no time will be deducted on 
account of train being annulled for any account of trains being annulled except 
cause. on account of snow blockades, washouts, 

or serious wrecks preventing the operation 
of trains or on account of the following 
holidays: New Year's, Fourth of July, 
Thanksgiving, and Christmas. 

Crews may also be used in any other 
t service to complete guaranty when for 

any reason regular assignment is discon- 
tinued, but such service shall be paid for 
at the schedule rates, unless the earnings 
from such rates would be less per day than 
would have been earned in regular assign- 
ment. 2 

1 The rule in the schedule in effect prior to this arbitration covering this point is rule 35 under "Through 
freight service," and reads: "When traffic becomes so light that reasonable monthly wages can not be made, 
the number of crews will be reduced. Other things being equal , the men youngest in point of service will 
be laid off, the superintendent to be the judge as to qualifications. 

••It -is the intention to so apportion pool crews that they may make not less than approximately 3,000 
miles per month.' 

2 This is a new rule, there being nothing similar to it in the schedule in effect prior to this arbitration. 



430 



RAILEOAD EMPLOYEES. 



QUESTION 34. 



Proposal. 



When trainmen are required to shovel 
coal on to engine or to coal them by means 
of hand or air hoist, they will be paid for 
such work at their overtime rates with a 
minimum of one hour. This in addition 
to all other time earned on trip. Train- 
men will not be required to shovel down 
coal on tender of engine. 



Award. 



When trainmen are required to shovel 
coal on to engines or coal them by means 
of hand hoist they will be paid for such 
work at their overtime rates. This in 
addition to all other time earned on trip. 
Trainmen not actually doing such work 
will not be paid hereunder. 

Trainmen will not be required to shovel 
down coal on tender of engine. 1 



QUESTION 35. 



On all local freight trains, the train 
crew will consist of not less than one con- 
ductor and three brakemen. 



Three brakemen will be continued on 
way freight runs as per the agreement 
effective December 29, 1910. 



QUESTION 36. 



Trainmen in regular work-train service 
will be paid as follows: Conductors 
$115.70 and brakemen $76.96 per calendar 
working day month, 10 hours or less to 
constitute a day, overtime pro rata, actual 
minutes to be counted. When the total 
mileage made on any day amounts to more 
than the hours, the crew will be paid on a 
mileage basis at through freight rates. 
Crews to be allowed time to eat meals 
during working hours without loss of time. 



Trainmen in regular work-train service 
will be paid as follows: Conductors 
$113.85 and brakemen $75.90 per calendar 
working day month, 10 hours or less to 
constitute a day, overtime pro rata, actual 
minutes to be counted. When the total 
mileage made on any day amounts to 
more than the hours, the crew will be paid 
on a mileage basis at through freight rates. 



QUESTION 37. 



Where conductors act as foremen or tele- 
graph or telephone operator, or both, or 
brakemen act as telegraph or telephone 
operator, $16.90 per month extra will be 
allowed. If a conductor is required to 
oversee any part of the work pertaining to 
the Maintenance Department, he will be 
considered a foreman. 



Where a trainman is required to act as 
foreman, or telegraph or telephone oper- 
ator, or both foreman and operator, pay- 
ment will be allowed at the rate of $16.50 
per month extra. 

Foreman is interpreted to mean a train- 
man required to oversee and direct main- 
tenance men (other than cable men and 
workmen opening and closing car doors in 
connection with unloading trains and 
other similar work) working without a 
foreman. 2 



QUESTION 38. 



If a work-train crew is used in revenue 
service, they will be paid not less than a 
minimum of 100 miles at through-freight 
rates, in addition to a minimum day in 
work- train service. 



If a regular work-train crew is used to 
pick up or haul other than company 
freight or work-train cars they will be paid 
for actual mileage at through-freight rates 
if such payment would exceed work-train 
time while so engaged, but shall not be 
paid a combination of mileage and work- 
train time while so engaged. 3 



1 This is a new rule, there being nothing similar to it in the schedule in effect prior to this arbitration. 

* The rule in the schedule in effect prior to this arbitration covering this point is a part of rule 39 under 
the heading "Regular work trains" and reads: "Where conductor acts as foreman or operator, or both, 
or brakeman acts as operator, $16,50 per month extra will be allowed." 

• The rule in the schedule in effect prior to this arbitration covering this point is a part of rule 40 under 
the heading ' ' Regular work trains " and reads: "If used to pick up or haul other than company freight or 
work -train cars, they will be paid for the actual mileage at through-freight rates." 



BAILROAD LABOR ARBITRATIONS. 



431 



QUESTION 39. 



Proposal. 



Award. 



The practice of double-heading freight 
trains of over 30 cars, exclusive of way car, 
will be discontinued, except as follows: 

(a) Two engines of Class " A " type may 
be used on trains on all divisions, with a 
maximum tonnage of 1,200 tons in one 
train . 

(6) Helping engines may be used to as- 
sist trains (way-freight trains excepted) 
between the following points: 

Aurora to Scraper Works. 

Wyanet to Neponset. 

Savanna Yard to Daggetts. 

Browning to Baders. 

Walnut Hill, both ways, on Zearing 
Line. 

Daytons Bluff to Minneapolis. 

La Salle to Ticona. 

Garden Plain Hill (both ways). 

Quincy to Ewbanks. 

East Alton to Brighton. 

Burlington to West Burlington. 

Ottumwa to Agency. 

Burlington to Latty. 

Lacona to Chariton. 

Fontanelle to Greenfield. 

Troy to Whit ebr east. 

Fort Madison to Sawyer. 

Amazonia to Savanna. 

Rosendale to Savanna. 

Conway to Crest on. 

Chariton to New Cambria. 

North River to Palmyra Junction. 

Bigelow to Maitland. 

St. Louis to Spanish Lake. 

Keokuk to Mooar. 

Murray to Kansas City. 

Plattsmouth and Pacific Junction. 

Crawford and Belmont. 

Lincoln and Seward, via Milford. 

Wyola and Sheridan. 

Brush to Akron. 

Oxford to Holdrege. 

All over Black Hills lines. 

Gibson and South Omaha. 

Malcolm and Tamora. 

Wymore and Table Rook (with not to 
-exceed 1,500 gross tons). 

Sheridan and Clearmont (with pusher 
from Sheridan to point 3 miles east). 

(c) No double-headers will be run ex- 
cept as hereinbefore specified and under 
the following conditions: In case of 
storms, accidents, moving engines to and 
from shops or from one division to an- 
other; to expedite stock or perishable 
freight; but in all cases under this rule 
the tonnage will not exceed the rating of 
the largest engine attached. 

(d) When by reason of acquirement of 
additional line or change of grade it be- 
comes necessary.' helper service may be 
established where the conditions are 



The practice of double-heading freight 
trains of over 30 cars, exclusive of way 
cars, will be discontinued, except as fol- 
lows: 

(a) Two engines of Class " A " type may 
be used on trains on all divisions, with a 
maximum tonnage of 1,200 tons in one 
train. 

(b) Helping engines may be used to as- 
sist trains between the following points: 

Aurora to Scraper Works. 

Wyanet to Neponset. 

Savanna Yard to Daggetts. 

Walnut Hill, both ways, on Zearing 
Line. 

La Salle to Ticona. 

Garden Plain Hill (both ways). 

Quincy to Ewbanks. 

Daytons Bluff to Minneapolis. 

Browning to Baders. 

East Alton to Brighton. 

Burlington to Latty. 

Fort Madison to Sawyer. 

Burlington to West Burlington. 

Ottumwa to Agency. 

Lacona to Chariton. 

Troy to Whitebreast. 

Fontanelle to Greenfield. 

Amazonia to Savanna. 

Rosendale to Savanna. 

Conway to Crest on. 

St. Louis to Spanish Lake. 

Keokuk to Mooar. 

Callao to New Cambria. 

North River to Palmyra Junction. 

Bigelow to Maitland. 

Murray and Kansas City. 

Plattsmouth and Pacific Junction. 

Gibson and South Omaha. 

Lincoln and Seward, via Milford. 

Malcolm and Tamora. 

Wymore and Table Rock (with not to 
exceed 1,500 gross tons). 

Brush to Akron. 

Oxford to Holdrege. 

Crawford and Belmont. 

All over Black Hills lines. 

Wyola and Sheridan. 

Sheridan and Clearmont (with pusher 
from Sheridan to point 3 miles east). 

Deer Grove and Van Orin. 

Alpha and Lynn. 

Creston to Lenox. 

Aronzville to Concord. 

Lafayette to Semper. 

Wray to Akron. 

Edgemont to Provo. 

Ardmore to Orel la. 

Marsland and Girard. 

Ionia and Sheridan. 

Corinth and Hardin. 

ArA'ada and Sparta. 

Alliance to Angora. 

Bridgeport to Angora. 



432 



RAILROAD LABOR ARBITRATIONS. 



QUESTION 39— Continued. 



Proposal. 



Award. 



similar to those covered by helper limits 
as provided above, and if the company 
desires to establish helper service on 
acquired .lines, or where grade has been 
changed, shall take the matter up with 
the officers of the general committee of the 
Order Railway Conductors and Brother- 
hood Railroad Trainmen, and no helper 
district will be established until it is 
agreed to by the representatives of the 
Order Railway Conductors and Brother- 
hood Railroad Trainmen. 

(e) Double-header or helper engines 
will not be used on way freight trains. 

(/) If regular helper engines are not 
established on helper districts named in 
the foregoing rules, the tonnage of trains 
will be limited to the rating of the engine 
handling the train without doubling. 

(g) Under no circumstances will a train 
propelled by a Mallet engine be double- 
headed or helped with over 30 cars 
except from Sheridan, Wyo., to point 3 
miles east. 

(h) In case of an accident to any engine, 
consolidation may be effected with an- 
other train and the consolidated train 
brought into terminal as double-header. 

(i) All helper or pusher engines will be 
accompanied by a conductor, who will be 
paid $90 per month, calendar working 
days to constitute a month, 10 hours or 
less to constitute a day; overtime pro 
rata, 



Bridgeport to Dalton. 

Sterling to Peetz. 

Sidney to Lorenzo. 

Sidney and Marlowe. 

East Bridger and Warren Summitt. 

Kane and Warren Summitt. 

Minnscola and Boy son. 

Boone ville to Arminto. 

Guernsey to 2 miles west to east end of 
first tunnel Bona to Cassa. both ways into 
Glendo. 

Additional helper districts may be 
established by the company to take over 
any single grade the tonnage which any 
single engine handling the train may 
bring to "the foot of that grade (by the 
foot of the grade is meant a convenient 
station near the foot of the grade at which 
the helper engine may be taken care of), 
but only after 30 days' notice by the 
company to the general committee of the 
Order Railway Conductors and Brother- 
hood Railroad Trainmen and an oppor- 
tunity for a conference between the gen- 
eral manager of the company and the 
organizations for the purpose of consid- 
ering the matter. 

(c) No double-headers will be run ex- 
cept as hereinbefore specified and under 
the following conditions: In cases of 
storms, accidents, to avoid running en- 
gines light, moving engines to and from 
shops, or from one division to another; to 
expedite stock or perishable freight; but 
in all cases under this rule the tonnage 
will not exceed the rating of the largest 
engine attached. 

. (d) No way freight trains will be 
double-headed except where there is but 
one freight train each way daily, and 
then only under restrictions hereinbefore 
stated. 1 



APPLICATION OF AWARD. 

In order to show the practical results of the arbitration, a com- 
parison of the rates of pay of conductors and trainmen on the Chi- 
cago, Burlington & Quincy Railroad, before and after the award, is 
presented in the following table : 

Amount and per cent of increase in rates of pay of conductors and trainmen as a result 
of the award of the board of arbitration. 





Conductors. 


Increase. 


Brakemen. 


Increase. 


Class of service. 


1910 


1914 


Amount. 


Per 

cent. 


1910 


1914 


Amount. 


Per 
cent. . 


Through freight, ner mile 


Cents. 
4.18 


Cents. 
4.18 


Cents. 
0.00 


0.00 


Cents. 
2.783 


Cents. 
2.783 


Cents. 
0.00 


0.00 







1 Nothing in the above rules in regard to limiting tonnage or length of train to be handled by double- 
headers or otherwise shall be construed so as ifl any way to limit or establish a precedent as to the proper 
or safe length of train to be handled by one engine. 



RAILROAD LABOR ARBITRATIONS. 



433 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result 
oj the award of the board of arbitration. 



Average rate per month 
for specified runs. 



Conductors. 



1910 



jer service: 1 
Illinois district, Au-. 

rora division 

Illinois district, Gales- 
burg division 

Iowa district, Burling- 
ton division.. 

Iowa district, Ottum- 

wa division 

Iowa district, Creston 

division 

Iowa district, Center- 

ville division 

Missouri district , 
Beardstown division. 
Missouri district, Han- 
nibal division 

Missouri district, 
Brookfield division... 
Missouri district, St. 

Joseph division 

Nebraska district, 

Omaha division 

Nebraska district, Lin- 
coln division 

Nebraska district, Wy- 

more division 

Nebraska district, Mc- 

Cook division 

Wyoming district, 

Ste ling division 

Wyoming district. Al- 
liance division. 

Wyoming district , 

Sheridan di ision 

Suburi an service: 

Chicago to Downer "s 

Grove 

Chicago to Aurora 

Chicago to Aurora and 

Downer's Grove 

Way freight:* 

Mixed train service— 
Winona to East 

Winona I 

Dubuque to East 

Dubuque 

Galena to Galena 

Junction 

Tracy to Oskaloosa. 
Leavenworth stub . 

Atchison stub 

Sterling, Rock Is- 
land, and Bar- 
stow 

Smoky Hollow 
Coal Mine run, 

per day 

Sidney to Carson 

and return 

Red Oak to < iris- 
wold 

Republican and 

Oberlin.per day.. 

Orleans and St. 

Francis, per day.. 



$149. 90 
146. 30 
126.83 
149. 78 

149. 23 

155. 84 
148. 50 
161.97 

150. 26 
147. 00 
141.62 
136. 18 
138. 10 
138. 83 
14$. 50 
15;3. 75 

156. 75 



119.90 
132. 00 



132.00 
125. 79 



101. 75 

96.25 

103. 40 
115. 50 
103. 40 
103. 40 



137. 50 



W14 



$153. 30 
148. 82 
134. 20 
152. 53 
149. 23 
158. 39 
154. 73 
161.97 
155.44 
148. 79 
144.52 
144.54 
141. 49 
142. 37 
152.83 
157. 30 
160. 00 



124 90 
136. 40 



137.00 
125. 79 



110.00 

110. 00 

110.00 
120. 50 
110.00 
110. 00 

145. 00 



Increase. 



3.80 


4.40 


137. 50 


145. 00 


137.50 


142.50 


4.18 


4.40 


4.18 


4.40 



Amount. 



$3.40 
2.52 
7.37 
2.75 

.00 
2.55 
6.23 

.00 
5.18 
1.79 
2.90 
8.36 
3.39 
3.54 
4.33 

.55 
3.25 



5.00 
4.40 



5.00 
.00 



Per 

cent. 



8.25 8.1 
13.75 14.3 



2.3 

1.7 
5.8 
1.8 

.0 
1.6 
4.2 

.0 
3.4 
1.2 
2.0 
6.1 
2.5 
2.5 
2.9 

.4 
2.0 



4.2 

3.3 



3.8 
.0 



Baggagemen. 



1910 



$87. 23 
83.44 
73.54 
80.68 
81.38 
80.32 
85.25 
91.63 
79.86 
87.20 



6.60 
5.00 
6.60 
6.60 



7.50 

.60 
7.50 
5.00 
.22 
.22 



6.4 
4.3 
6.4 
6.4 



5.5 

15.8 
5.5 
3.6 
5.3 
5.3 



1914 



$87. 23 
83.98 
80.85 
83.41 
82.69 
82.96 
85. 25 
92.16 
84.60 
89.50 



Increase. 



Amount, 



(0.00 

.54 

7.31 

2.73 

1.31 

2.64 

.00 

.53 

4.74 

2.30 



Per 

cent. 





| 






1 


















1 






1 




64.19 
63.10 

81.95 


72.50 
72.50 

85.00 


8.31 
9.40 

3.05 


12.9 
14.9 

3.7 


88.97 


94.00 


5.03 


5.7 



















1 Under rates ftxed in 1913, the minimum rates of pay of passenger trainmen are as follows: Conductors 
$134.20 per month, baggagemen $80.85 per month, and brakemen and flagmen -S74.90 per month. 

2 Full overtime was allowed under 1910 rules at the rate of 47.3 cents per hour tor conductors and 31.9 
cents per hour for brakemen. Under 1914 rules, as a result of the arbitration, conductors were granted 
4.7"> cents and brakemen 3.25 cents per mile, 100 miles or less, 10 hours or less; while monthly paid way 
freights (full overtime) were raised to 47.5 cents per hour for conductors and 32.5 cents per hour for 
brakemen on overtime. 

51393°— S. Doc. 493, 64-1 -28 



434 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result 
of the award of the board of arbitration — Continued. 



Average rate per month 
for specified runs. 


Conductors. 


Increase. 


Baggagemen. 


Increase. 


1910 


1914 


Amount. 


Per 

cent. 


1910 


1914 


Amount. 


Per 
cent. 


Way freight— Continued. 

Mixed train service — 

Continued. 

Dayton's Bluff and 

Minneapolis 

Transfer, per day . 


$4.24 
132. 00 

. 045375 


?4.55 
137. 00 

.0475 


SO. 31 

5.00 

.002125 


7.3 
3.8 

47 


• 








Clarinda to Villis- 
ca, Villisca to 
Bigelow, Bigelow 
to Clarinda 










Edgemont and 
Englewood, 
Edgemont and 
Deadwood, per 
mile 


















1 



Average rate per month 
for specified runs. 



Brakemen. 



1910 



1914 



Increase. 



Amount. 



Per 

cent. 



Flagmen. 



1910 



1914 



Increase. 



Amount. 



Per 

cent. 



Au- 



Passenger service: * 

Illinois _ district 
rora division 

Illinois district, Gales- 
burg di ision 

Iowa district, Burling- 
ton division 

Iowa district, Ottum- 
wa division 

Iowa district, Creston 
division 

Iowa district, Center- 
ville division 

Missouri district, 
Beardstown division. 

Missouri district, Han- 
nibal division 

Missouri district, 
Brookfield division... 

Missouri district, St. 
Joseph division 

Nebraska district, 
Omaha division | 

Nebraska district, Lin- 
coln division 

Nebraska district, Wy- 
more division 

Nebraska district, Mc- 
Cook division 

Wyoming district, 
Sterling division 

Wyoming district, Al- 
liance division 

Wyoming district, 
Sheridan di vision . . . 
Suburban service: 

Chicago to Downer's 
Grove 

Chicago to Aurora and 
Downer's Grove 



$71.60 
72.46 
64.21 
68.97 
71.77 
73.20 
72.87 
74.38 
72.82 
69.61 
71.74 
72.52 
76.14 
76.45 
79.38 
80.30 
80.85 

70.68 
73.70 



.175. 
74. 
74. 
74. 
74. 
76. 
75. 
74. 
74. 
75. 
75. 
76. 
76. 
77. 
81. 
80. 
82. 



$4.15 
2.49 



5.8 
3.4 



$75. 66 
74.80 



10.69 I 16.6 
5.93 



3.13 
3.13 
3.08 

.52 
2.10 
6.15 
4.14 
4.38 

.08 
1.00 
2.12 

.00 
2.08 



$75. 75 
74.90 



74.90 



80. 85 1 80. 85 



$0. 09 
.10 



0.1 

.1 



3. 32 i 4. 7 
2.30 ! 3.1 



74.80 
80.85 
80.85 

77.82 
77.82 
79.75 
80.85 
80.85 



84.15 



75.00 

80.85 
80.85 
77.87 
77.87 
80. 85 
80.85 
80.85 



.20 
.00 
.00 
.05 
.05 
1.10 
.00 
.00 



.3 
.0 
.0 

.1 
.1 

1.4 

.0 

.0 



.00 ! 



' Under rates fixed in 1913, the minimum rates 
$134.20 per month, baggagemen $80.85 per month 



of pav of passenger trainmen are as follows: Conductors 
, and'brakemen and flagmen $74.90 per month. 



EAILEOAD LABOK ARBITRATIONS. 



435 



Amount and per cent of increase in rates of pay of conductors and trainmen as a result 
of the award of the board of arbitration — Continued. 



Average rate per month 
for specified runs. 



Brakemen. 



1910 



1914 



Increase. 



Amount. 



Per 

cent. 



Flagmen. 



1910 



1914 



Increase. 



Amount. 



Per 
cent. 



Way freight: > 

Mixe I train service — 

Winona to East 
Winona 

Dubuque to East 
Dubuque 

Galena to Galena 
Junction 

Tracy to Oskaloosa . 

Leavenworth stub. 

Atchison stub 

Sterling, Rock Is- 
land and Bar- 
stow 

Smoky Hollow 
Coal Mine Run, 
per day 

Sidney to Carson 
andreturn 

Red Oak to Gris- 
wold 

Republican and 
Oberlin,perday.. 

Orleans and St. 
Francis, per day.. 

Lincoln, Omaha, 
Pacific Junction.. 

Dayton's Bluff and 
Minneapolis 
Transfer, per day . 

Clarinda to Villis- 
ca, Villisca to 
Bigelow, Bigelow 
to Clarinda 

E d g e m ont and 
E n g lewoo d , 
Edgemont and 
Dead wood, per 
mile 



886. 54 



70.40 

70.40 

70.40 
66. 00 

62. 70 
62.70 



74.80 

2.53 
85.97 
73.15 
2.94 
2.94 
74. SO 

2.90 
74.26 



.03146 



186. 54 



72.50 
72. 50 

72.50 

72.50 
72.50 
72.50 



77.50 

3.10 
91.00 
77.50 
3.10 
3.10 
78.00 

3.15 
77.26 



SO. 00 

2.10 

2.10 

2.10 
6.50 
9.80 
9.80 

2.70 

.57 

5.03 

4.35 

.16 

.16 

3.20 

.25 
3.00 



0.0 

3.0 

3.0 

3.0 

9. 8 

I 15.6 

15.6 



22.5 
5.9 
5.9 
5.4 
5.4 
4.3 






4.0 



,0325 



00104 3. 3 



Average rate per month 
for specified runs. 


Collectors. 


Increase. 


Joint express, 

baggage, and 

brakemen. 


Increase. 


1910 1914 


Amount. 


Per 
cent. 


1910 


1914 


Amount. 


Per 
cent. 


Suburban service: 

Chicago to Downer's 
Grove 

Chicago t o A ur or a 

Chicago to Aurora and 
Downer's Grove 


S86. 90 $90. 50 
92. 95 97. 50 

92.95 96.00 


13. 60 

4. 55 

3.05 


4.1 
4.9 

3.3 


SS0. 85 
86.90 

86.90 


S83. 73 
92.50 

90.00 


S2.88 
5.60 

3.10 


3.6 
6.4 

3.6 



1 Full overtime was albwed u ider 1710 rules at the rite of 47.3 cents per hour for conductors and 31.9 
cents per hour for bnkem?n. Under 1914 rules, as a result >f the arbitration, conductors were granted 
4.75 cents and brakemm 3.25 cents per mile, 100 miles or less, 10 hours or less; while monthly paid way 
freights (full overtime; were raised to 47.5 cents per hour for conductors and 32.5 cents per hour for 
brakemen on overtime. 



436 RAILROAD LABOR ARBITRATIONS. 

A study of the preceding table shows that increases in rates of pay, 
based on the average rate per month for specified runs, were gained 
by conductors and trainmen in certain important services on the Chi- 
cago, Burlington & Quincy Railroad. The exceptions were in the 
through and way freight services, where no increases were granted. 

In the passenger service conductors gained small increases on 15 
out of 17 divisions. Brakemen received increases on 16 divisions in 
this service. On 8 out of 10 divisions on which baggagemen were 
employed in the passenger service increases in rates of pay were 
granted. Very small increases were gained by flagmen, no change 
being made on 6 out of 13 divisions. 

Conductors in the suburban service gained from 3.3 per cent to 
4.2 per cent in rates of pay, while brakemen, collectors, and joint 
express baggage and brakemen were granted increases in very nearly 
the same proportions. 

The conductors, brakemen, and baggagemen employed in the mixed- 
train service received relatively higher percentages of increases in rates 
of pay than was granted in any of the other services. Conductors, for 
instance, were given increases ranging from 3.6 per cent to 15.8 per 
cent. The increases granted baggagemen ranged from 3.7 per cent to 
14.9 per cent. The brakemen received increases of from 3 per cent 
to 22.5 per cent. 



XIX. 

WHEELING & LAKE ERIE, WABASH-PITTSBURGH TERMINAL, 
AND WEST SIDE BELT RAILROADS AND TELEGRAPHERS, 
TELEPHONERS, STATION AGENTS, AND SIGNALMEN: 1913. 

The movement which resulted in the arbitration proceedings re- 
viewed in the following pages represented an effort of approxi- 
mately 191 telegraphers in the employ of the Wheeling & Lake Erie, 
Wabash-Pittsburgh Terminal, and the West Side Belt Railroads 
to secure a revision of the rules governing working conditions and 
a general increase in rates of pay. Stipulations for arbitration 
were agreed to November 7, 1913, and provided that the board 
of arbitration should consist of six members; that hearings should 
be held in Cleveland, Ohio; that the award should be made within 
30 days from the beginning of hearings and should become effect- 
ive as of December 1, 1913. Acting under this agreement the em- 
ployees selected as arbitrators, S. J. Konenkamp, international 
president of the Commercial Telegraphers Union of America, and 
D. G. Ramsa3 r , an attorney. The railroads selected D. R. Webner, 
trainmaster of the Wheeling & Lake Erie, and H. B. Chapman, also 
an attorney, and the membership of the board was completed by the 
appointment, as neutral members, of attorneys Alexander Hadden 
and James R. Garfield. The board was organized on December 29 
with Mr. Hadden as chairman. Public hearings were held December 
29 to 31, inclusive, and the arbitration award was announced January 
13, 1914. 

DEMANDS OF THE EMPLOYEES. 

The stipulations respecting conditions of employment proposed by 
the employees involved practically the entire structure of rules and 
rate of pay in effect on the three railroads, and were presented to the 
board of arbitration in a series of articles designated by the numbers 
1 to 17, inclusive. Article 1 embodied a proposed definition of the 
word telegrapher; articles 2 to 4, 7 to 9, 11 to 12, and 14 to 16, 
inclusive, related to working conditions, and articles 5, 6, and 10 
to rates of pa}^ for certain special duties and for work performed 
after the expiration of the regular hours of service. Article 13 em- 
bodied a request for the establishment of a minimum wage scale for 
telegraphers of S65 per month, and in article 17 the employees re- 
quested a general increase in rates of pay of 15 per cent. 

The testimony submitted to the board of arbitration included in 
addition to oral statements and depositions a series of 20 exhibits 
presented by the railroads and 17 exhibits introduced by the em- 
ployees. Following the presentation of testimony oral arguments 
were made by representatives of the railroads and the telegraphers. 

437 



438 



RAILKOAD LABOK ARBITRATIONS. 



FINDINGS OF THE BOARD OF ARBITRATION. 

The findings of the board of arbitration concerning the proposed 
changes in the wage scale were set forth in the concluding section 
of the award and, as pointed out in greater detail below, involved 
an average increase in the rates of pay of the employees concerned 
in the movement of $4.46, or 6.4 per cent, as compared with their 
request for a general increase of 15 per cent. With respect to the 
rules governing working conditions, compensation for special duties, 
overtime and minimum rates of pay, the findings of the board, as a 
whole, were also favorable to the employees, the proposed rules, with 
modifications in certain details, being granted by the award. 

The detailed requests of the employees as compared with the 
award of the board of arbitration are shown below, the articles of 
the requests, and the award with respect to each article being shown 
in parallel columns. 



PROPOSALS OF EMPLOYEES. 



AWARD. 



Article I. 



Employees required to perform tele- 
graph service of any character or dura- 
tion, agent-telegraphers, telephones, 
agent-telephoners, whose duties include 
the handling of train orders or the 
blocking of trains by telephone, and 
any other employees included in the 
schedule of wages will be considered 
telegraphers within the meaning of this 
agreement, irrespective of title by which 
designated or character of service per- 
formed. 



All telegraphers, agent - telegraphers, 
telephoners, agent-telephoners, and all 
employees of similar or lower grades re- 
quired to perform telegraph or telephone 
service, whose duties include the han- 
dling of train orders or the blocking of 
trains, and any other employees in- 
cluded in the schedule of wages will be 
considered telegraphers within the mean- 
ing of this agreement, irrespective of title 
by which designated or character of serv- 
ice performed. 



Article II. 



(a) In three or more trick, offices 8 
consecutive hours shall constitute a 
day's work. 

(b) In two-trick offices where the serv- 
ice is directly in connection with the 
movement of trains 9 consecutive hours 
shall constitute a day's work. 

(c) In one-trick offices, and also in two- 
trick offices not connected with the move- 
ment of trains, 10 hours, exclusive of meal 
hour, shall constitute a day's work. 

(d) In these offices hours shall begin 
between 6 and 8 a. m. or 6 and 8 p. m.. 
and the meal hour shall commence be- 
tween 11 a. m. and 12.30 p. m., or be- 
tween 11 p. m. and 12.30 a. m. 

(e) Employees not released for meals 
within the time limits named will be 
allowed 1 hour overtime on that account 
and 30 minutes for meals at the first 
opportunity. 

(/) Except as relieved for meals the 
10 hours shall be consecutive. 

Article III was entitled 4l Promotion rights" and contained 13 
paragraphs, designated by the letters of the alphabet (a) to (m), 
inclusive. Of the various proposals presented in this article the 



(a) In three or more trick offices 8 
consecutive hours shall constitute a day's 
work. 

(6) In two- trick offices where the serv- 
ice is directly in connection with the 
movement of trains 9 consecutive hours 
shall constitute a day's work. 

(c) In one- trick offices, and also in two- 
trick offices not connected with the 
movement of trains, 10 hours, exclusive 
of meal hour, shall constitute a day's 
work. 

(d) The meal hour shall commence 
between 11 a. m. and 12.30 p. m., or 
between 11 p. m. and 12.30 a. m. 



(e) Employees not released for meals 
within the time limits named will be 
allowed 1 hour overtime on that account 
and 30 minutes for meals at the first 
opportunity. 

(/) Except as relieved for meals the 10 
hours shall be consecutive. 



RAILROAD LABOR ARBITRATIONS. 



439 



stipulations contained in paragraphs (b), (d), (e), and (/) differed in 
no material respect from preexisting rules governing promotion and 
were continued by the arbitration award without controversy. A 
review of the record also shows that the rules proposed by the em- 

Eloyees under paragraphs (a) and (g) to (I), inclusive, were conceded 
y the railroad company during the negotiations which preceded the 
arbitration, and that a unanimous award was made with respect to 
the stipulations contained in these paragraphs. The controversy 
under this article was thus confined to paragraphs (c) and (m), as 
follows : 



PROPOSAL OF EMPLOYEES. 



AWARD. 



Article III. 



(c) When vacancies occur or new po- 
sitions are created, they will be adver- 
tised within 15 days for a period of 7 
days and will be filled within 15 days 
thereafter. 

(m) Men for appointive agencies will 
be chosen from official seniority list of 
telegraphers. 



_ (c) When vacancies occur or new po- 
sitions are created, they will be adver- 
tised within 15 days for a period of 7 
days and will be filled within 15 days 
thereafter. 

(m) Men for appointive agencies will 
be chosen from official seniority list of 
telegraphers, so far as practicable to do so. 



Article IV. 



A seniority list, including all employ- 
ees who hold rights as telegraphers, will 
be kept on file in office of the superin- 
tendent, will be corrected on January 1 
and July 1 of each year and will be open 
to inspection by telegraphers interested. 
The local chairman will be furnished 
copies. 



A seniority list, including all employ- 
ees who hold rights as telegraphers, will 
be kept on file in office of the superin- 
tendent, will be corrected on January 1 
and July 1 of each year and will be open 
to inspection by telegraphers interested. 
The local chairman will be furnished 
copies. 



Article V 



(a) Telegraphers required to remain on 
duty after the expiration of regular hours 
for any service whatsoever will be paid 
overtime at the rate of 35 cents per hour, 
except when regular rate exceeds the 
overtime rate, in which case overtime 
rate will be paid pro rata. 



(b) In computing overtime 30 minutes 
and less than 60 minutes shall be counted 
1 hour; less than 30 minutes shall not be 
counted. 

(c) Telegraphers summoned for duty 
outside of assigned hours will be allowed 
50 cents for the arst hour or fraction 
thereof and 35 cents per hour thereafter. 



(a) Telegraphers required to remain on 
duty after the expiration of regular hours 
for any service whatever will be paid 
overtime at the rate of 30 cents per hour 
for the first hour and after that 35 cents 
per hour, except where regular rate ex- 
ceeds overtime rate; in which case over- 
time rate will be paid pro rata. As 
amended, Garfield, Hadden, Konenkamp, 
Ramsay, 4 - votes favorable; Chapman, 
Webner, 2 votes opposed. 

(b) In computing overtime 30 minutes 
and less than 60 minutes shall be counted 
1 hour; less than 30 minutes shall not be 
counted. 

(c) Telegraphers summoned for duty 
outside of assigned hours will be allowed 
50 cents for the first hour or fraction 
thereof and 35 cents per hour thereafter. 



Article VI. 



Telegraphers performing service at 
wrecks, washouts, or other similar emer- 
gency offices will receive a minimum of 
£3.50 per day of 10 hours or less, and over- 
time at the same rate, time to be com- 
puted from the time called for at the reg- 
ular place of employment until the return 
thereto. 



Telegraphers performing service at 
wrecks, washouts, or other similar emer- 
gency offices will receive a minimum of 
$3 per day of 10 hours or less, and over- 
time at the same rate, time to be com- 
puted from the time called for at the reg- 
ular place of employment until the return 
thereto. As amended, vote unanimous. 



440 



RAILROAD LABOR ARBITRATIONS. 



PROPOSAL OF EMPLOYEES. 



AWARD. 



Article VII. 



When employees covered by this sched- 
ule are transferred or accept a bulletined 
position they will be furnished free trans- 
portation for themselves wholly depend- 
ent members of their families, and effects, 
and will be allowed pay while making 
transfer, rate of pay to be based on posi- 
tion from which transfer is made. 



When telegraphers regularly employed 
and covered by this schedule are trans- 
ferred or accept a bulletined position they 
will be furnished free transportation for 
themselves, wholly dependent members 
of their families, and all effects when 
legally permissible, and will be allowed 
pay for time necessary to make transfer, 
rate of pay to be based on position from 
which transfer is made. 



Article VIII. 



Telegraphers attending court or in- 
quests by instructions of the company 
will be paid full salary for the time lost 
and reasonable expenses if away from 
home. If no time is lost, actual time at 
overtime rates will be allowed while so 
engaged. 



Telegraphers attending court or in- 
quests by instruction of the company 
will be paid full salary for the time lost 
and reasonable expenses if away from 
home. If no time is lost, actual time at 
overtime rates will be allowed while so 
engaged. The company shall receive the 
witness fees. 



Article IX. 



Telegraphers will not be suspended, 
removed, or dismissed from the service of 
the company without just cause; in case 
of a suspension, removal, or discharge, or 
being held out of a position entitled to, he 
may, if he so desires, have a thorough in- 
vestigation by the proper officer. Such 
desire shall be signified in writing within 
10 days of the date of suspension, removal, 
or discharge, or being held out of a posi- 
tion entitled to, and the investigation 
shall begin as soon as possible, but within 
10 days of date of such notice, and proceed 
with as little delay as possible until com- 
pleted. The telegrapher shall have full 
opportunity to present his case and offer 
testimony and may be accompanied by a 
fellow employee. If the suspension, dis- 
missal, or being held out of position enti- 
tled to is found to have been without just 
cause, the employee shall be reinstated 
and paid for time lost. 

Telegraphers shall have the right to 
appeal any case to the higher officials in 
their regular order up to and including 
the general manager. 



Telegraphers will not be suspended, 
removed, or dismissed from the service 
of the company without just cause. In 
case of suspension, removal, or discharge 
of a telegrapher he may, if he desires, have 
a thorough investigation by the proper 
officer. Such desire shall be signified in 
writing within 10 days of the date of sus- 
pension, removal, or discharge, and the 
investigation will be begun as soon as 
possible, but within 10 days of the date of 
such notice, and proceed with as little 
interruption as possible until completed. 
The telegrapher shall have full oppor- 
tunity to present his case and offer testi- 
mony and may be accompanied by a 
fellow employee. If the suspension, re- 
moval , or dismissal is found to have been 
without just cause, the employee shall be 
reinstated and paid for time lost. 



Telegraphers will have the right to 
appeal any case to the higher officials in 
their regular order up to and including 
the general manager. 



Article X. 



Telegraphers will not be required to 
scrub waiting rooms, offices, or outbuild- 
ings, and where telegraphers are required 
to attend one, or not to exceed two, switch 
lamps, or handle switches, crossing tar- 
gets or crossing gates operated outside of 
offices, will be allowed $5 per month extra 
compensation. Where telegraphers are 
required to handle over two switch 
lamps they will be paid $1 per month for 
each additional lamp. 



Telegraphers will not be required to 
scrub waiting rooms, offices, or outbuild- 
ings, and where telegraphers are required 
to attend one, or not to exceed two, switch 
lamps, or handle switches, crossing tar- 
gets, or crossing gates operated outside 
of offices, will be allowed $5 per month 
extra compensation. Where telegraphers 
are required to handle over two switch 
lamps they will be paid $1 per month for 
each additional lamp. 



RAILROAD LABOR ARBITRATIONS. 441 

PROPOSAL OF EMPLOYEES. AWARD. 

Article XI. 

Telegraphers who have been in the Telegraphers shall have annual vaca- 
service of the company 2 years or more tions with pay as follows: Those who have 
shall have 15 days' annual vacation with been in the service of the company more 
pay or in lieu thereof 15 days' pay. than 1 year, and less than 2 years, 7 

Vacation periods will be advertised days; and those over 2 years, 12 days, or 
during the first quarter of each year and in lieu thereof pay for those respective 
will be granted according to seniority. periods when required by the company to 

Vacations to start May 1 of each year. forego such vacations. Vacation periods 

shall be requested during January of each 
year, and will be granted according to 
seniority. Vacations are to start April 1 
of each year. 

Article XII. 1 

Telegraphers will not be required to . Telegraphers will not be required to 

teach telegraphy or receive students into teach telegraphy or receive students into 

their offices, nor will they be permitted to their offices, nor will they be permitted 

receive students into their .offices without to receive students into their offices with- 

permission from the superintendent. out permission from the superintendent. 

Article XIII. 

Minimum rate of pay for telegraphers Minimum rate of pay for telegraphers 
will be $65 per month. will be ^65 per month. 

Article XIV. 

Telegraphers who are not agents but are Telegraphers who are not agents but 
required to give bond will not be required are required to give bond will not be 
to pay premium on such bond. required to pay premium on such bond. 

Article XV. 

Telegraphers at Homestead, Norwalk Telegraphers at Homestead, Norwalk 

Yard, Lodi, Harmon, Brewster, Sherrods- Yard, Lodi, Harmon, Brewster, Sherrods- 

ville, Adena, Pine Valley, Hopedale, ville, Adena, Pine Valley, Hopedale, 

Rook, Coal Docks, Canton, and Run Rook, Coal Docks, Canton, and Run 

Junction will not be required to take care Junction, and all other offices where there 

of batteries. are more than eight cells, will not be 

required to take care of batteries. 

Article XVI. 

Annual system passes will be furnished Annual system passes will be furnished 
telegraphers who have been in the service telegraphers who have been in the service 
one year or more ; their wives shall receive one year or more, 
an annual system pass after any teleg- 
rapher has been in the service three years 
or more. 

Article XVII contained a request of the employees for a general 
increase of 15 per cent in rates of pay. The finding of the board of 
arbitration in response to this request is presented in the award in 
the form of a statement of the various positions embraced in the so- 
called telegraphers' schedule, accompanied by a statement of rates of 
pay established by the board for the employees filling the respective 

1 This article was identical with preexisting rule and was continue 1 by ihe arbitration award with- 
out controversy. 



442 RAILROAD LABOR ARBITRATIONS. 

positions. The wage scale established as a result of the award under 
this article involved an increase in rates of pay for approximately 86 
per cent of the employees of $5 per month, these increases ranging on 
a percentage basis from 4.8 to 7.7 per cent. In addition to these 
increases, an advance in rates of pay of $2.50 per month was secured 
by approximately 7 per cent of the employees, these advances ranging 
from 2.9 to 3.8 per cent. 

APPLICATION OF THE AWARD. 

(a) Rates of pay. — The finding of the board of arbitration involved, 
in addition to the increase in the wage scale awarded under Article 
XVII of the arbitration agreement, an increase in the rates of pay for 
work performed by telegraphers after the expiration of the regular 
hours of service, an increase in rates of pay for certain special services 
and special duties, and an increase in the minimum wage scale. 

As a result of the award of the board of arbitration under Article V, 
the rate of pay for services performed after the expiration of the regu- 
lar hours oi duty was increased from 25 cents per hour to a rate of 30 
cents for the first hour and 35 cents per hour thereafter, an increase of 
5 cents, or 20 per cent, and 10>cents, or 40 per cent, per hour, respec- 
tively, as compared with the rates in effect before the arbitration. In 
the case of telegraphers summoned for duty outside of assigned hours 
the rate of 35 cents for each hour after the first hour awarded by the 
board of arbitration represents an increase of 10 cents per hour, or 40 
per cent, as compared with the rate in effect before the award. 

A comparison of the rates of pay in effect before and after the 
arbitration in the case of telegraphers performing service at wrecks, 
washouts, or other similar emergency offices shows an increase in the 
rates of compensation allowed for such .services from $2.50 to $3 per 
day, or 20 per cent, with a proportionate increase in the overtime rate. 

Under the rule in effect before the arbitration the payment of com- 
pensation for so-called special duties was confined to an allowance of 
$5 per month in the case of telegraphers required to attend one or 
more switch lamps. This rule, as indicated above, was changed by 
the award so as to require the payment of the extra compensation of 
$5 in the case of telegraphers required to attend one, or not to exceed 
two, switch lamps, or handle switches, crossing targets, or crossing 
gates operated outside of offices, with a stipulation for the payment 
of $1 per month for each additional lamp in the case of telegraphers 
required to handle over two switch lamps. 

In addition to the increases in rates of pay for special and overtime 
work involved in the award of the board of arbitration, as noted above, 
a minimum wage scale of $65 per month was established by the award 
as compared with $60 per month before the arbitration, an increase 
of $5 per month, or 8.3 per cent. 

The following statement shows the number of employees earning 
each specified rate of pay in effect before and after the award of the 
board of arbitration and the amount/and per cent of increase in rates 
of compensation secured by such employees as a result of the award 
of the board under Article XVII. 



RAILROAD LABOR ARBITRATIONS. 



443 



Amount and per cent of increase in rates of pay of railroad telegraphers as a result of the 
award of the board of arbitration. 



Number 
of em- 
ployees 


Per cent 

each 
specified 
number 


Rate per month. 


Increase. 


. 








earning 

each 
specified ■ 

rate. 


is of total 


Before 


After 






number 
of em- 
ployees. 


arbitra- 
tion. 


arbitra- 
tion. 


Amount. 


Per cent. 


6 


3.15 


?65.00 


$65. 00 


?0.00 


0.0 


3 


1.57 


65.00 


67. 50 


2.50 


3.S 


66 


34.55 


65.00 


70.00 


5.00 


7. . 


3 


1.57 


67. 50 


72. 50 


5.00 


7.4 


1 


.52 


70.00 


70.00 


.00 


.0 


5 


2.62 


70.00 


70.00 


.00 


.0 


67 


35. 08 


70.00 


75.00 


5.00 


7.1 


3 


1.57 


72. 50 


75.00 


2.50 


3.4 


1 


.52 


72.50 


77. 50 


5.00 


6.9 


1 


.52 


75.00 


75.00 


.00 


.0 


6 


3.15 


75.00 


77.50 


2.50 


3.3 


17 


8.91 


75.00 


80.00 


5.00 


6.7 


1 


.52 


80. 00 


82. 50 


2.50 


3.1 


5 


2.62 


80.00 


85.00 


5.00 


6.3 


1 


.52 


85.00 


87.50 


2.50 


2.9 


3 


1.57 


85. 00 


90.00 


5.00 


5.9 


1 


.52 


95.00 


100. 00 


5.00 


5.3 


1 


.52 


105. 00 


110.00 


5.00 


4.8 


191 


100.00 








1 







Average rate per 
month. 



Before 
arbitra- 
tion. 



After 
arbitra- 
tion. 



Increase. 



Amount. 



Per cent. 



Total number of employees, 191 

Total number of employees receiving increase, 1" 



S69. 62 
69.73 



S74. 08 
74.53 



14. 46 
4.80 



6.4 
7.0 



From this statement it will be seen that the rates of pay of 66 
employees were increased from $65 per month before the award to 
$70 per month under the wage scale subsequently adopted, an in- 
crease of $5 per month, or 7.7 per cent. The rates of compensation of 
67 employees, who were earning $70 per month before the award, were 
increased to a rate of $75 per month, an advance of 7.1 per cent. 
Increases of 6.7 per cent were received by 17 employees, whose rates 
of pay were advanced from $75 to $80 per month. From a compari- 
son of the schedules of rates of pay in effect before and after the award 
it also appears that no change in rates of pay was made in the case of 
6 employees earning $65 and 5 who earned $70 per month. 

Considered in the aggregate the average increase in rates of pay of 
all employees, weighted according to the number earning each speci- 
fied rate, was from an average monthly rate of $69.62 before the 
award to an average rate of $74.08 under the wage scale subsequently 
adopted, an average increase of $4.46 per month, or 6.4 per cent. 
Eliminating from the comparison the employees who according to the 
schedules available for this analysis received no increases or decreases 
in salary, the average increase was from $69.73 to $74.53, an increase 
of $4.80, or 7 per cent. 

(b) IVorking conditions. — A comparison of the official schedule of 
rules of employment in effect before and after the arbitration shows 



444 RAILROAD LABOR ARBITRATIONS. 

that the arbitration award resulted in material changes in the rules 
governing working conditions, these changes involving the basis of a 
day's work, care of batteries, promotion rights, vacations, passes, and 
other special duties and privileges. ~ 

Under the rule in effect before the arbitration, the basis of a day's 
work in telegraph offices operated as day or night offices only was 
fixed at 12 consecutive hours, inclusive of meal hour, and in offices 
operated continuously at 9 hours. The rule awarded by the board 
of arbitration as shown above stipulates that in one-trick offices, and 
also in two-trick offices not connected with the movement of trains, 
10 hours, exclusive of meal hour; in two-trick offices where the service 
is directly in connection with the movement of trains, 9 consecutive 
hours; and in- three or more trick offices, 8 consecutive hours shall 
constitute a day's work. 

In connection with the reduction in hours of service awarded by the 
board under this article, the award stipulates that the meal hour of 
telegraphers in 10-hour offices shall commence between 11 a. m. and 
12.30 p. m., or between 11 p. m. and 12.30 a. m., as compared with a 
meal hour commencing between 11 o'clock and 1 o'clock, day or 
night, for telegraphers whose hours of duty exceeded 9 hours per day, 
under the rule in effect before the award. 

As a further result of the arbitration, the rule in effect prior to the 
award requiring vacancies or new positions to be advertised within 
15 days for a period of 7 days, and filled thereafter as soon as possible, 
was changed so as to require such vacancies to be filled within 15 days 
after being so advertised. The award also provides, among other 
new rules with respect to promotion, that men for appointive agencies 
will be chosen from official seniority list of telegraphers, as far as 
practicable to do so. 

The stipulation embodied in. the arbitration award with respect to 
annual vacations with pay also represented a concession of material ad- 
vantage to the employees, the privilege of vacation with pay under the 
rule in effect before the arbitration having been confined to telegraphers 
who had been in the service of the company for one year or more, filling 
12-hour positions with telegraph duties, and the vacation period hav- 
ing been limited to 7 days. The rule awarded by the board of arbi- 
tration extends the vacation privileges to all employees included 
within the definition of the word telegrapher, and the vacation period 
is increased after the second year of service from 7 to 12 days. 

The findings of the board of arbitration further involved a modifi- 
cation of the rule in effect before the award respecting the conditions 
under which employees should be furnished annual system passes, 
this rule having limited the granting of such passes to regular teleg- 
raphers who had been in the service two years or more and had a 
clear record for the previous year. 

As a result of the award the rule was so amended as to provide that 
annual system passes should be furnished telegraphers after one year 
of service, irrespective of the former stipulation concerning the em- 
ployee's record. 

In addition to the foregoing, the stipulations contained in the arbi- 
tration award exempting telegraphers at the stations designated in 
Article XV from taking care of batteries, represented a specific con- 
cession made to the employees in the form of improved working 
conditions, as a result of the arbitration. 



XX. 

SOUTHERN RAILWAY AND MAINTENANCE-OF-WAY EMPLOYEES: 

1913. 

Arbitration in the case under review concerned requests for 
increased rates of pay presented to the Southern Railway Co. by a 
joint protective board representing approximately 2,784 main- 
tenance-of-way employees in the service of the railroad. 

DEMANDS OF EMPLOYEES. 

The following wage increases were requested: All foremen, $4 per 
month; bridgemen, carpenters, masons, painters, pile-driver engi- 
neers, 1\ per cent; section and extra gang apprentices, 10 cents per 
day. 

Arbitration was agreed to November 13, 1913, and hearings were 
conducted and a decision rendered by the board of arbitration in 
Washington, D. C, December 17. The board was composed of 
H. A. Herbert, lawyer;- D. W. Lum, a maintenance-of-way engineer 
of the Southern Railway; and T. H. Gerry, general chairman of the 
organization of maintenance-of-way employees. 

In support of the requests of the employees it was urged in brief 
that the wage advances which they had previously received had not 
been commensurate with the increase in the cost of living, nor with 
wage increases secured by laborers in other occupations. It was 
also contended that the rates of pay of the employees involved in the 
arbitration were relatively low compared with the wage scale pre- 
vailing in other employments. 

FINDINGS OF THE BOARD OF ARBITRATION. 

As a result of the award of the board of arbitration extra gang 
foremen received a wage increase of $4 per month and the rates of 
pay of apprentices were increased 10 cents per day. The wage 
increases proposed for other classes of maintenance-of-way emplo}^ees 
were disallowed, arbitrators H. A. Herbert and D. W. Lum con- 
curring in the award, and arbitrator T. H. Gerry dissenting. 

In rendering its decision reference was made by the board to the 
railroad's plea of financial inability to increase the wages of main- 
tenance-of-way employees ; to the increase in the cost of living during 
the period January, 1910, to July, 1913, as compared with wage 
increases granted the employees during the same period; and to the 
rates of pay received by foremen employed by the Southern Railway 
as compared with the wage rates of foremen employed on other rail- 
roads in the same territory. 

445 



446 RAILROAD LABOR ARBITRATIONS. 

After declaring that the responsibility of railroad employees and 
the risks which they incurred should be considered, the board de- 
clared that — 

Considering the present financial straits of the railway company, we do not feel 
at liberty to award to the employees the highest rates being paid in the same territory 
for similar services, but only such rates as shall seem to be fair averages when com- 
pared with rates being paid for like services on near-by roads. 

With respect to the increased cost of living, the board in its de- 
cision recited that the employees had received wage increases on 
May 1, 1911, and on May 1, 1912, and that these increases, in the 
aggregate, had exceeded the increase in the cost of living during 
the period January, 1910, to July, 1913. 

Comparing the rates of pay of section foremen employed on the 
various railroads in southern territory, the board found that 6 
railroads paid their section foremen somewhat higher rates than 
were paid on the Southern Railway, and that 5 paid the same 
rate or less, and that the Southern paid a higher rate per mile for 
supervision than was paid by any other of 14 railroads considered, 
with the exception of the Louisville & Nashville. In the case of yard 
foremen, the board found that the rates paid by the Southern were 
higher than the rates paid such employees on 6 out of 11 railroads 
considered. Comparing the rates of pay of extra gang foremen on 
10 railroads, the board pointed out that the average rates of pay 
of such employees were higher on 6 of these railroads than the rates 
paid by the Southern Railway. 

In connection with the wage increase awarded apprentices, the 
board reviewed briefly the status of these employees, stating that 
they were selected because of their capacity to become foremen, 
that in numbers as compared to foremen they were about as 1 to 
4, and that as foremen, according to the evidence, did not often 
voluntarily vacate their places, promotion for apprentices was neces- 
sarily slow. 

APPLICATION OF THE AWARD. 

The wage increases awarded by the board of arbitration, as noted 
above, were confined to an increase of $4 per month in the rates of 
pay of extra gang foremen, and an increase of 10 cents per day in 
the wages of apprentices. In a review of the monthly earnings of 
extra gang foremen on various railroads in southern territory, the 
board of arbitration, in its findings, stated that the average earnings 
of such employees on the Southern Railway were $70.11 per month. 
On this basis, the average increase in the rates of pay of these em- 
ployees as a result of the arbitration, stated in the form of a per- 
centage, was 5.7 per cent. In the case of apprentices, the increase 
was from an average rate of $1.50 per day before the award to an 
average rate after the award of $1.60, an increase of 6.7 per cent. 



XXI. 

NEW YORK, CHICAGO & ST. LOUIS RAILROAD AND TELEG- 
RAPHERS, STATION AGENTS, AND SIGNALMEN: 1914. 

The employees involved in this arbitration included approx- 
imately 260 telegraphers, station agents, and signalmen, who were 
represented in the arbitration proceedings by the Order of Railroad 
Telegraphers. Stipulations for the arbitration were signed February 
5, 1914, and embraced a series of articles presented to the railroad 
company by the employees, requesting a wage increase and certain 
changes in working conditions. The board of arbitration was com- 
posed of Julian W. Mack, judge of the United States District Court 
of the Northern District of Illinois, as chairman; J. A. Gordon, gen- 
eral superintendent of the Chicago Great Western Railroad Co., 
selected by the employer; and D. G. Ramsay, a lawyer of Chicago, 
111., selected by the employees. The first hearing was held by the 
board at Chicago, May 25, 1914, and the arbitration award was an- 
nounced June 13, 1914. 

DEMANDS OF THE EMPLOYEES. 

The demands of the employees were presented to the board of arbi- 
tration in a series of seven articles, three of which related to the rate 
of pay for regular and overtime work, and four to working conditions. 

The proposed changes in rates of pay involved a wage increase of 
15 per cent, the payment of 15 per cent commission on Western 
Union Telegraph business, and an increase in the rate of pay for over- 
time work from 30 to 40 cents per hour. 

Stipulations respecting conditions of employment involved the 
adoption of rules requiring all vacancies in agency positions to be 
bulletined to all offices at time such vacancies occurred, without 
restriction, overtime pay for all Sunday work; in one-man positions 
10 consecutive hours, including meal hour, and in positions employ- 
ing two or more men, 8 hours, respectively, to constitute a day's 
work, and an allowance of SI per day for expenses to regularly as- 
signed telegraphers when used at other than their regular offices. 

The following item was submitted to the board as a grievance: 

The management agrees to take up with the connecting lines at Green Springs Junc- 
tion and McComb tor the vacation allowances for the years 1912 and 1913, but refuses 
to take up with the Vandalia, at Hibbard, claiming that this road will not participate 
in the allowance for vacation. 

FINDINGS OF THE BOARD OF ARBITRATION. 

In response to the request for an increase of 15 per cent in wages 
the board declined to award a flat percentage increase of any amount, 
but found that the employees, on account of the character of their 
services, were entitled to a minimum wage scale of $65 per month and 

447 



448 RAILROAD LABOR ARBITRATIONS. 

awarded that such minimum wage scale should be adopted. For 
overtime work the board awarded a rate of 30- cents per hour for the 
first two hours and 35 cents per hour thereafter. The board pointed 
out that Western Union or commercial telegraph business was per- 
formed within the regular hours of service and fell within the scope 
of the duties of the employees and declined to award a commission on 
such business. 

With respect to the posting of vacancies, the board ordered the 
adoption of a rule requiring such vacancies to be bulletined for 7 days 
at the time of their occurrence, applications to be made within 10 
days, and the position to be filled within 20 days after the date of 
bulletin. The basis of a day's work in one-man positions was fixed 
at 11 consecutive hours, including meal hour; in two- trick offices at 
9 consecutive hours, including meal hour; and in three or more trick 
offices at 8 consecutive hours, without any meal hour. 

Respecting the request for an expense allowance of $1 per day for 
regularly assigned telegraphers when used at other than their regular 
offices, the board stipulated that $1 per day expense money should 
not be paid in case of a transfer to another office within the same city 
or town, but awarded a rule requiring the company to pay any addi- 
tional expense actually and reasonably incurred by such employee 
not exceeding $1 per day in case of such transfer. 

In lieu of the rule requested by the employees providing for over- 
time pay for work performed on Sunday, the board directed that over- 
time be allowed for all Sunday work performed in excess of 6 con- 
secutive hours. 

With respect to the grievances specified by the employees the board 
found that the vacation allowances at Green Springs Junction and 
McComb for 1913 and for the future had been adjusted. The board 
recommended that the company insist upon the Vandalia Railroad 
paying the claim for the vacation allowance for the years 1912 and 
1913 and for the future. 

In a memoranda of dissent from the findings of the board of arbi- 
tration with respect to the minimum wage scale arbitrator J. A. 
Gordon stated that his signature was attached to the award as testify- 
ing that it was the findings of the majority, but not as an expression 
of his own convictions on the wage increase. Objection was also 
expressed by Mr. Gordon to the award of the board with respect to the 
basis of a day's work for service performed on Sunday. 

Arbitrator D. G. Ramsay in a memoranda of dissent expressed the 
belief that the board should have granted a commission of 15 per cent 
on Western Union business, and a further wage increase of 15 per 
cent especially to the employees not benefited by the award of the 
minimum wage scale of $65. Mr. Ramsay also expressed the belief 
that the telegraphers should have been granted the request for over- 
time for all work performed on Sunday. 

APPLICATION OF THE AWARD. 

(a) Rates of pay. — The table presented below gives the number of 
telegraphers in the service of the railroad at the time of the arbi- 
tration, the number and per cent .receiving an increase in wages as a 
result of the arbitration award establishing a minimum wage scale of 
$65 per month, and the minimum, maximum, and average amount 



RAILROAD LABOR ARBITRATIONS. 



449 



and per cent of increase. The basis of the statistical presentation 
consists of the printed schedules issued by the railroad company 
showing the rules and rates of pay in effect immediately before and 
after the award. 

It will be noted from the table that 98 employees, or 26.5 per 
cent, received an increase in wages, these increases ranging from a 
minimum of $1.25, or 2 per cent, to a maximum of $14, or 27.5 per 
cent per month. The weighted average rate of pay for all employees 
earning less than $65 per month before the arbitration was $61.19, 
and the weighted average increase was $3.81, or 6.2 per cent. 



Employees. 


Rate per month be- 
fore arbitration of 
employees receiving 
wage increases. 


Increase. 


Amount. 


Per cent. 




260 


i $51. 00 
2 63. 75 
* 61. 19 


$14.00 
1.25 
3.81 


27.5 


Number receiving increase 

Per cent receiving increase 


98 

26.5 


2.0 
6.2 


i Minimum. 


J Maximum. 


» Weighted av 


jrage. 





In addition to the wage increases noted above, the rates of pay of 
all telegraphers for overtime work after the second hour were in- 
creased as a result of the arbitration award from 30 to 35 cents per 
hour, or 16.7 per cent. 

(b) Working conditions. — Changes in working conditions as a result 
of the arbitration award included a reduction in the regular hours of 
service per day in one-man positions from 12 to 11 consecutive hours, 
including meal hour, and a stipulation for the payment of overtime 
after 6 hours service on Sunday as compared with overtime payments 
for. Sunday work on the same basis as week-day overtime prior to 
the award. The employees also gained the advantage of a rule 
requiring the company to bulletin all vacancies in agency positions 
at the time such vacancies occur, as contrasted with the former rule 
under which the company bulletined only such positions as in its 
judgment could not in the interest of the company be filled by the 
employees occupying schedule positions. 

The rule awarded by the board of arbitration relative to the 
expense allowance of regularly assigned telegraphers transferred to 
work extra in another office in the same town or city provided for 
the payment by the company of the necessary expenses of such 
telegraphers not to exceed $1 per day. The rule in force prior to 
the award provided for an expense allowance of $1 per day in the 
case of regularly assigned telegraphers transferred from their regular 
positions to work extra, but did not expressly stipulate that such 
allowance should be paid in case of a transfer to another office within 
the same town or city. 

51393°— S. Doc. 493, 64-1 29 - 



XXII. 

GEORGIA & FLORIDA RAILROAD AND BROTHERHOOD OF 
LOCOMOTIVE ENGINEERS AND BROTHERHOOD OF LOCO- 
MOTIVE FIREMEN AND ENGINEMEN: 1914. 

The arbitration case reviewed in this section involved approxi- 
mately 58 engineers, firemen, and hostlers in the service of the 
Georgia & Florida Railway, and was the result of a joint movement by 
those employees to secure certain changes in working conditions and 
an increase in rates of pay. Stipulations for arbitration were signed 
by the parties, March 21, 1914, the employees being represented by 
officials of the Brotherhood of Locomotive Engineers and Brother- 
hood of Locomotive Firemen and Enginemen. The arbitration 
board was composed as follows: 

Stanton J. Peele, judge, United States Court of Claims, appointed 
by the United States Board of Mediation and Conciliation. 

A. W. Anderson, general manager Charleston & Western Carolina 
Railway, selected by employer. 

L. S. Davis, general chairman Brotherhood of Locomotive Engineers 
selected by employees. 

The board was organized with Judge Peele as chairman, and held 
its first session at Augusta, Ga., April 28, 1914. The arbitration 
award was rendered May 9, and was made retroactive so as to take 
effect March 1, 1914. 

DEMANDS OF EMPLOYEES. 

The wage scale proposed by the employees involved increases in 
the rate of pay of locomotive engineers in the various branches of 
service, ranging from 11 per cent in local freight to 16.7 per cent in 
passenger service, and in the case of overtime, increases of from 13 
per cent in branch service to 25 per cent in passenger, freight, and 
mixed train service. 

The wage scale proposed for firemen involved a, slightly greater 
percentage of increase over existing rates than was requested for 
engineers, rates of pay equivalent to 55 per cent of engineers' rates 
being requested for firemen as compared with 50 per cent under the 
existing wage scale. 

In the case of hostlers an increase of approximately 8 per cent in 
rates of pay for work performed during the regular hours of service 
and 20 per cent in the rates of pay for overtime work was requested. 

In connection with the proposed wage scale submitted to arbitra- 
tion the requests of the employees contained stipulations involving 
an increase in the rates of pay allowed engineers and firemen for 
attending court as witnesses to give evidence for the company, and a 
stipulation for the payment of compensation at overtime rates to 
these employees when held for 28 hours or over at other than home 
terminals without performing service. The proposed rules governing 
working conditions included stipulations relating to rest at terminals, 
changes in runs, etc. 
450 



R4ILR0AD LABOR ARBITRATIONS. 451 

FINDINGS OF THE BOARD OF ARBITRATION. 

The conclusions presented in the arbitration award concerning the 
testimony submitted during the proceedings related on the one hand 
to the financial condition of the Georgia & Florida Railroad, and on 
the other to comparative rates of pay and conditions of service on 
this and other railroads operating in the southeastern States. 

In view of the showing made as to the financial status of the com- 
pany, and its conceded inability to earn its operating expenses, 
arbitrator Anderson contended that no wage increase should be 
granted and dissented from the conclusion of the majority members 
of the board that the requests of the employees for an increase in rates 
of pay should be determined by the rates paid by other roads in the 
same section of the country for like services. As reviewed by arbi- 
trators Peele and Davis the evidence showed that the average basic 
rate per 100 miles for engineers, firemen, and hostlers on over 20 
railroads operating in the southeast section was 15 per cent higher 
than the rate paid by the Georgia & Florida Railroad to such em- 
ployees. With respect to character of service, size of engines in 
cylinders, tonnage of trains, and the various conditions confonting 
the employees in the operation of trains, it was further held that 
there was no material difference between such conditions on the 
other railroads and on the Georgia & Florida, except that on the 
latter there was less tonnage in freight service. 

Because of the conditions so found to exist, the board of arbitra- 
tion, Mr. Anderson dissenting, awarded increases in the rates of pay 
of engineers and firemen-, ranging in passenger, freight, mixed, and 
work train service from 10 to 13.3 per cent. In switching service an 
increase of approximately 8 per cent was awarded, a slightly greater 
increase being granted in the rates of pay of hostlers. 

With modifications in certain details, the several rules proposed by 
the employees, respecting working conditions, compensation for at- 
tending court, etc., with one exception were granted by the board of 
of arbitration by a unanimous vote. 

EXCEPTIONS TO THE ARBITRATION AWARD. 

Upon the filing of the arbitration award in the clerk's office of the 
district in which the controversy arose, as required by law, the 
findings of the board of arbitration with respect to the proposed 
wage increase were made the subject of judicial review as authorized 
by section 11 of the arbitration act, the railroad company within the 
time prescribed interposing certain exceptions to the legality of the 
award. 

Under these exceptions it was urged that the fact that other rail- 
roads in the same territory were paying better wages for similar 
services was not sufficient of itself to authorize an increase in the 
wages of the employees in question, and that there was no evidence 
that such an increase was otherwise proper. It was further urged 
that there was no evidence showing what wages were being paid to 
the same class of employees by all the other roads in the same terri- 
tory nor the average of such wages. 

It was admitted that there was "some evidence" as to what wages 
were paid by some of the other roads in the same territory, but the 



452 



RAILROAD LABOR ARBITRATIONS. 



evidence showed, it was insisted, that there was a marked difference 
in the different roads, especially between the smaller and the larger 
roads. 

It was also urged that the award failed to show that there was an 
existing prevailing wage on such roads which was adopted by the 
arbitrators, and that it showed affirmatively that they considered 
the average of only a limited number of roads and failed to show that 
they considered in this average the wages on the shorter roads. 

The exceptions presented by the railroad were heard in the United 
States District Court for the Northeastern Division of the Southern 
Division of Georgia, and on the 18th day of July, 1914, by order of the 
court, were overruled and a motion for judgment upon the award was 
ordered granted. Upon appeal by the railroad to the United States 
circuit court of appeals the judgment of the district court was affirmed 
the appellate court in its opinion reciting that "the arbitrators are 
called to find and make an award, and are not called to give reasons 
or arguments on either law or the facts." 

THE AWARD IN DETAIL. 

The various rules governing working conditions, special duties, etc., 
proposed by the employees as compared with the findings of the 
board of arbitration are shown below, the requests of the employees 
and the award being shown in parallel columns. 



REQUESTS OF ENGINEERS, FIREMEN, AND 
HOSTLERS. 

1. Engineers and firemen attending 
court as witnesses, or appearing before 
proper persons to give legal evidence for 
the company shall be paid as follows: All 
roads and work train engineers will be 
paid $8 per day; all road and work train 
firemen will be paid $5 per day; switch 
engineers will be paid $7 per day; and 
switch firemen $4 per day for each day 
lost on this account. These rates to apply 
on lay-over days when engineers or fire- 
men are required to go away from home 
on this account. When attending court 
during their lay-over at home, engineers 
will be paid $5 per day, and firemen will 
be paid $2.75 per day. The company 
will furnish necessary transportation, and 
will be entitled to the certificate for wit- 
ness fees in all cases. 

2. When held at other than designated 
home terminals, without performing serv- 
ice 28 hours, engineers and firemen will be 
paid overtime rates, 10 hours to be the 
minimum for the first 28 hours so held, and 
minimum of 10 hours for each 24 hours so 
held thereafter, except in cases of men 
assigned to regular runs or when the laws 
prohibit the running of trains on Sunday 
interferes, or for days when the line is 
broken through an act of Providence. 



AWARD OF THE BOARD OF ARBITRATION. 



1. Engineers and firemen attending 
court or appearing before proper parties to 
give evidence for the company will be 
paid the amount they would have earned 
had they remained on their engines plus 
$2 per day for expenses when required to 
go away from home terminals. Engineers 
and firemen required to attend court dur- 
ing their lay-over will be allowed a mini- 
mum day's pay for the class of service in 
which engaged. Extra engineers and 
firemen w : ll be allowed a minimum day's 
pay for the class of service in which en- 
gaged plus $2 per day for expenses when 
required to go away from hom-i terminals. 
All engineers and firemen will be fur- 
nished transportation and the company 
will be entitled to witness certificates in 
all cases. 

2. Engineers and firemen in unassigned 
service held more than 28 hours at other 
than designated home terminals without 
performing service are to be paid over- 
time rates as follows: Ten hours for the 
first 28 hours. Ten hours for the first 24 
hours after the lapse of 28 hours, and 10 
hours additional time for each complete 24 
hours so held thereafter, provided that 
this regulation does not apply to engineers 
delayed by reason of compliance with the 
law or obstruction of the line through an 
act of Providence. 



RAILROAD LABOR ARBITRATIONS. 



453 



REQUESTS OF ENGINEERS, 
HOSTLERS. 



FIREMEN, AND AWARD OF THE BOARD OF ARBITRATION. 



3. Through freight or mixed trains that 
pick up or set off cars other than at junc- 
tion points will be paid for at local freight 
rates for the entire trip. This does not 
apply to picking up or setting off cars 
loaded with perishable freight, but does 
apply to melon cars. When trains in 
through freight or mixed service are re- 
quired to stop at any one station between 
terminals in excess of 45 minutes for the 
purpose of switching, engineers and fire- 
men will be paid a minimum of 1 hour 
at overtime rates. This will not be 
deducted from road overtime. 

4. Engineers and firemen will be en- 
titled to 10 hours rest when they come 
in off their runs, provided they ask for it. 
Rest to be counted from the time they 
register in until they are called. 

5. A change of time-table does not 
create a vacancy jdt change conditions 
unless there is 20 miles or more added to, 
or taken from, the mileage of the run or 
terminals, or lay-over runs changed; in 
such case the engineers will be allowed 
preference of runs in accordance with 
their seniority. Engineers or firemen 
in passenger service will not be required 
to run over 200 miles in one day, or one 
trip, unless in case of emergency. En- 
gineers or firemen run around through no 
fault of their own, except to protect 
wreck trains, will be paid for time lost. 
Engineers and firemen on schedule 
straightaway runs, if turned around be- 
fore reaching terminals, will be paid 100 
miles in each direction. 

6. In passenger service engineers will 
be paid for 100 miles or less $3.50. 



7. Engineers in through freight or 
mixed will be paid for 100 miles or less, 
$4.25. 

8. Engineers in local freight service will 
be paid for 100 miles or less, $5. 



9. In work train service engineers will 
be paid 10 hours or less, $4.25. 

10. In switching service engineers will 
be paid 10 hours or less, $3.75. 

11. In branch service engineers will be 
paid on Broxton branch, 12 hours or less, 
$4; Millen branch, 12 hours or less, $4.75;' 
Moultrie branch, 12 hours or less, $4.75. 



4. Engineers and firemen may claim 
10 hours rest after they have been on duty 
12 hours and completed their run, pro- 
vided they ask for it. Rest time to be 
computed from the time they register 
until they are relieved. 

5. A change of time-table does not 
create a vacancy or change conditions 
unless there is 20 miles added to or taken 
from the mileage of the run or terminal 
or lay-over of such run changed; in such 
cases engineers will be allowed preference 
of runs in accordance with their seniority. 
Engineers and firemen run around 
through no fault of their own, except to 
protect wreck trains, will be paid for time 
lost. 



6. Passenger service: Rate per mile, all 
engines, 3.40 cents; overtime, 50 cents 
per hour. A minimum of $4 will be 
paid engineers in passenger service and 
S2 for firemen in passenger service when 
miles allowed at the prescribed rate per 
mile for passenger service does not exceed 
the minimum. 

7. Through freight and mixed: Rate per 
mile, all engines, 4.15 cents; overtime, 
50 cents per hour. A minimum of 100 
miles will be allowed. 

8. Local-freight service: Rate per mile, 
all engines, 4.95 cents; overtime, 50 cents 
per hour. A minimum of 100 miles will 
be allowed. 

9. Work train service: Rate per day, 12 
hours or less, $4.15; overtime, 40 cents per 
hour. 

10. Switching service (exclusive of meal 
hours), 10 hours or less, $3.50; overtime, 35 
cents per hour. 

11. Branch line service: Broxton branch, 
per day, 12 hours or less, $3.85; overtime, 
45 cents per hour. Millen branch, per 
day, 12 hours or less, $4.65; overtime, 45 



454 



RAILROAD LABOR ARBITRATIONS. 



REQUESTS OF ENGINEERS, FIREMEN, AND 
HOSTLERS. 

12. In passenger service engineers shall 
be paid overtime 50 cents per hour; in 
through freight and mixed service, 50 
cents per hour; in local freight service, 50 
cents per hour; in branch service, 45 cents 
per hour; in work train service, 42-| cents 
per hour; in switching service, 37| cents 
per hour. 

13. All firemen shall be paid 55 per 
cent of engineers' rates, including over- 
time. 

14. Hostlers shall be paid 12 hours or 
less, $3; overtime, 30 cents per hour. 



AWARD OF THE BOARD OF ARBITRATION. 



cents per hour. Moultrie branch, per 
day, 12 hours or less, |4.65; overtime, 45 
cents per hour. 



13 . The rate for firemen we fix and award 
at 50 per cent of the rates awarded to the 
engineers. 

14. Hostlers, 12 hours or less, $3; over- 
time, 25 cents per hour. 



APPLICATION OF THE AWARD. 

(a) Rates of pay. — In the statements which follow a comparison 
is made of the rates of pay of locomotive engineers, firemen, and 
hostlers, as shown by the official schedules of rules and rates of pay 
in effect on the railroad before and after the award of the board of 
arbitration. In the case of locomotive engineers, as shown by the 
table below, increases in rates of pay were made as a result of the 
award, ranging from 7.7 per cent in switching to 13.3 per cent in 
passenger service, and from 10 per cent in local freight to 10.7 per 
cent in through freight, mixed, and work train service. In branch 
line service the rates of pay of engineers were increased by amounts 
ranging from 9.4 to 10 per cent of the preexisting rates. In connec- 
tion with the wage increase granted in switching service, the basis 
of a day's work in this branch of service was reduced from 12 hours 
or less to 10 hours or less per day. 

The table also shows the changes made in rates of pay for work 
performed after the expiration of the regular hours of service, the 
increases in overtime rates per hour ranging from 7.7 per cent in 
switching to 25 per cent in passenger, freight, and mixed train 
service. 

Amount and per cent of increase in rates of pay of locomotive engineers as a result oj the 
award of the board of arbitration. 



Class of service. 


Rate. 


Increase. 


Overtime, per 
hour. 


Increase. 


1912 


1914 


Amount. 


Per 
cent. 


1912 


1914 


Amount. 


Per 

cent. 




$0. 0300 

.0375 
.0450 

3.75 

3.25 

3.50 
4.25 
4.25 


i $0. 0340 

.0415 
.0495 
4.15 
3.50 

3.85 
4.65 
4.65 


$0. 004 

.004 
.0045 
.40 
.25 

.35 
.40 
.40 


13.3 

10.7 
10.0 
10.7 

7.7 

10.0 
9.4 
9.4 


$0.40 

.40 
.40 
.35 
.325 

.40 
.40 
.40 


$0.50 

.50 
.50 
.40 
.35 

.45 
.45 
.45 


$0.10 

.10 
.10 
.05 
.025 

.05 
.05 
.05 


25.0 


Through freight and mixed, 


25.0 


Local freight, per mile 


25.0 
14.3 




7.7 


Branch line: 

Broxton branch, per day. 
Mellen branch, per day. . . 
Moultrie branch, per day. 


12.5 
12.5 
12.5 



i A minimum of $4 paid engineers in passenger service when miles allowed at the prescribed rate per 
mile for passenger service does not exceed the minimum. 

2 Under the wage scale adopted as a result of the arbitration award, the basis of a day's work in switch- 
ing service is fixed at 10 hours or less per day, as compared with a day of 12 hours or less before the award. 



RAILROAD LABOR ARBITRATIONS. 



455 



The percentages of increase in rates of pay received by locomotive 
firemen as a result of the award correspond to the increases received 
by the engineers, the rates of pay of firemen amounting to 50 per cent 
of engineers' rates, both before and after the award. The rates of pay 
of hostlers, as shown by the table following, were increased by the 
award from $2.75 to $3 per day, an increase of 25 cents per day, or 
8.3 per cent, with an increase of 25 per cent in the rates of pay for 
overtime work. 



Amount and per cent of increase in rates of pay of locomotive firemen and hostlers as a 
result of the award of the board of arbitration. 



Class of service. 



Rata. 



1912 



1914 



Increase. 



Amount. 



Per 

cent. 



Overtime 
per hour. 



1912 



1914 



Increase. 



Amount. 



Per 
cent. 



Passenger, per mile 

Through freight and mixed, per 

mile 

Local freight, per mile 

Work train, per day 

Switching, per day * 

Branch line: 

Broxton branch, per day 

Mellen branch, per day 

Moultree branch, per day 

Hostlers , per day 



■SO. 015 



i $0. 017 SO. 002 



13.3 SO. 20 



.01875 
.0225 

1.875 

1.625 

1.75 

2.125 

2.125 



. 02075 
.02475 

2.075 

1.75 

1.925 
2. 325 
2.325 
3.00 



.002 
. 00225 
.20 
.125 

.175 
.20 
.20 
.25 



10.7 
10.0 
10.7 
7.7 

10.0 
9.4 
9.4 



.20 
.20 
.175 
,1625 

.20 
.20 
,20 
.20 



SO. 25 

.25 
.25 
.20 
.175 

.225 
.225 
.225 
.25 



SO. 05 



,05 

05 
025 
,0125 

.025 
,025 
,025 
.05 



25.0 

25.0 

25.0 
14.3 
7.7 

12.5 
12.5 

12.5 
25.0 



1 A minimum of S2 for firemen in passenger service when miles allowed at the prescribed rate per mile for 
passenger service does not exceed the minimum. 

2 Under the wage scale adopted as a result of the arbitration award, the basis of a day's work in switch- 
ing service is fixed at 10 hours or less per day as compared with a day of 12 hours or less before the award. 

(b) Working conditions. — As a result of the arbitration award 
engineers and firemen in unassigned service secured the incorporation 
in the official schedule of the stipulation noted under article 2 of the 
award, providing for the payment of compensation at overtime rates 
to such employees when held for more than 28 hours at other than 
designated home terminals without performing service. The rules 
awarded by the board of arbitration under article 4, respecting 
changes in time-tables and loss of time through .protecting wreck 
trains, also cover conditions of employment concerning which no 
agreement had been included in the official schedule in effect before 
the award. 

The rule awarded by the board of arbitration under article 3, stipu- 
lating that engineers* and firemen may claim 8 hours rest after they 
had been on duty 12 hours and completed their run, superseded the 
preexisting rule which provided that engineers could claim 8 hours 
rest after they had been on duty 10 hours and completed their run. 
The provisions concerning attendance at court incorporated in the 
official schedule as a result of the award displaced the preexisting 
rules which provided that road engineers and switch engineers 
should receive $6 and $5 per day, respectively, for time lost in attend- 
ing court, and that firemen should be paid $2 per day wages and $2 
per day expenses, free transportation to be furnished and the com- 
pany to receive the witness fees. 



XXIII. 

RAILROADS IX WESTERN TERRITORY AND BROTHERHOOD OF 
LOCOMOTIVE ENGINEERS AND BROTHERHOOD OF LOCOMO- 
TIVE FIREMEN AND ENGINEMEN: 1914-15. 

WESTERN ARBITRATION OF 1914-15. 

During December, 1914, and the period January 1 to April 30, 
1915, there was an arbitration in Chicago of a controversy as to wages 
and working conditions between the Brotherhood of Locomotive 
Engineers and the Brotherhood of Locomotive Firemen and Engine- 
men and the following Western railroads : 

Atchison, Topeka & Santa Fe Railway, eastern lines. 
Atchison, Topeka & SaDta Fe Railway, western lines. 

Southern Kansas Railway of Texas. 

Pecos & Northern Texas Railway. 

Pecos River Railroad. 

Rio Grande & El Paso Railroad. 
Atchison, Topeka & Santa Fe, coast lines. 

Grand Canyon Railway. 
Atchison, Topeka & Santa Fe, Santa Fe, Prescott, and Phoenix lines. 

Gulf, Colorado & Santa Fe Railway. 

Texas & Gulf Railway. 

Gulf & Interstate Railway of Texas. 

Concho, San Saba & Llano Valley Railroad. 
Baltimore & Ohio Chicago Terminal Railroad. 
Belt Railway of Chicago (firemen only). 
Canadian Northern Railway. 

Duluth, Winnipeg & Pacific Railway. 
Canadian Pacific Railway, lines west of Fort William. 
Chicago & Alton Railroad. 
Chicago & Northwestern Railway. 

Pierre & Fort Pierre Bridge Railway. 

Pierre, Rapid City & Northwestern Railroad. 

Wyoming & Northwestern Railway. 
Chicago & Western Indiana Railroad (firemen only). 
Chicago, Burlington & Quincy Railroad. 
Chicago Great Western Railroad. 
Chicago Junction Railway. 

Chicago, Milwaukee & St. Paul Railway, eastern lines. 
Chicago, Milwaukee & St. Paul Railway, Puget Sound lines. 

Bellingham & Northern Railroad. 

Tacoma Eastern Railroad. 
Chicago, Rock Island & Pacific Railway. 

Chicago, Rock Island & Gulf Railway. 
Chicago, St. Paul, Minneapolis & Omaha Railway. 
Colorado & Southern Railway. 
Davenport, Rock Island & Northwestern Railway. 
Denver & Rio Grande Railroad. 
Duluth, South Shore & Atlantic Railway. 

Mineral Range Railroad. * 

El Paso & Southwestern Railway. 
Fort Worth Belt Railway. 
Fort Worth & Denver City Railway. 

Wichita Valley Railway. 
Great Northern Railway System. 

456 



RAILROAD LABOR ARBITRATIONS. 457 

Illinois Central Railroad. 

Yazoo & Mississippi Valley Railway. 
International & Great Northern Railway. 
Kansas City, Clinton & Springfield Railway. 
Kansas City Southern Railway. 

Texarkana & Fort Smith Railway. 
Kansas City Terminal Railway. 
Louisiana & Arkansas Railway. 
Minneapolis, St. Paul & Saulte Ste. Marie Railway. 
Missouri & North Arkansas Railroad. 
Missouri, Kansas & Texas Railway. 

Missouri, Kansas & Texas Railway of Texas. 

Beaumont & Great Northern Railroad. 

Texas Central Railroad. 

Wichita Falls Lines. 

Missouri, Oklahoma & Gulf Railway. 
Missouri Pacific Railway and St. Louis, Iron Mountain & Southern Railway. 
New Orleans, Texas & Mexico Railroad. 

Oregon & Northwestern Railroad. 

Beaumont, Sour Lake & Western Railway. 
Northern Pacific Railway. 
Oregon Short Line Railroad. 
Oregon-Washington Railroad & Navigation Co. 
St. Louis & San Francisco Railroad (except hostlers). 
St. Louis, Brownsville & Mexico Railway. 
St. Louis, San Francisco & Texas Railway. 

Fort Worth & Rio Grande Railway. 
St. Louis Southwestern Railway. 

St. Louis Southwestern Railway of Texas. 
San Antonio & Aransas Pass Railway. 
San Pedro, Los Angeles & Salt Lake Railroad. 
Southern Pacific Company, Pacific system. 
Spokane, Portland & Seattle Railway. 

Oregon Trunk Railway. 
Sunset Central Lines. 

Galveston, Harrisburg & San Antonio Railway. 

Houston & Texas Central Railroad. 

Houston East & West Texas Railway. 

Houston & Shreveport Railroad. 

Texas & New Orleans Railroad. 

Morgan's Louisiana & Texas Railroad & Steamship Co. 

Louisiana Western Railroad. 
Terminal Railroad Association of St. Louis. 

St. Louis Merchants Bridge Terminal Railway. 
Texas & Pacific Railway. 

Dennison & Pacific Suburban Railway. 

Weatherford, Mineral Wells & Northwestern Railway. 
Trinity &_ Brazos Valley Railway. 
Union Pacific Railroad. 
Union Railway, Memphis. 
Union Stock Yards of Omaha. 
Wabash Railroad, lines west of Detroit and Toledo. 
Western Pacific Railway. 
Wiggins Ferry Co. 

HISTORY. 

On October 10, 1913, the Brotherhood of Locomotive Engineers 
and Brotherhood of Locomotive Firemen and Enginemen, through 
their duly accredited officers, in support of the demands of the engi- 
neers, firemen, and hostlers, presented a request on behalf of all such 
employees of the railroads named above for an increase in wages and 
for sundry improvements of the rules controlling conditions of service. 
Meetings were held between the committee representing the em- 



458 RAILROAD LABOR ARBITRATIONS. 

ployees and the conference committee of managers representing the 
railroads in Chicago, 111., and negotiations were carried on and a 
strike vote was taken. The committee representing the employees 
and the conference committee of managers having thus failed to 
adjust the controversy, the parties at interest invoked the provisions 
of the act of July 15, 1913, by calling on the United States Board of 
Mediation and Conciliation to undertake to settle the controversy 
by mediation. 

Commissioner William L. Chambers, Judge Martin A. Knapp, and 
Assistant Commissioner G. W. W. Hanger, of the United States 
Board of Mediation and Conciliation, conferred with the parties at 
Chicago for several days, but were unable to settle the controversy 
by mediation. On August 3, 1914, the matter was submitted to 
arbitration by agreement. 

The parties agreed that the matters in controversy should be sub- 
mitted to an arbitration board composed of six members, two to be 
appointed by the brotherhoods, two by the railroads, and two neutral 
members. The brotherhoods named as their representatives on the 
board, F. A. Burgess, of Cleveland, Ohio, assistant grand chief, Bro- 
therhood of Locomotive Engineers, and Timothy Shea, of Peoria, 
111., assistant president, Brotherhood of Locomotive Firemen and 
Enginemen. The railroads selected as their representatives H. E. 
Byram, of Chicago, 111., vice president, Chicago, Burlington & Quincy 
Railroad, and W. L. Park, of Chicago, 111., vice president, Illinois 
Central Railroad. The four members of the board thus chosen, not 
being able to agree upon the two neutral arbitrators within the time 
prescribed by law, so notified the board of mediation and conciliation, 
and on November 21, 1914, the United States Board of Mediation and 
Conciliation notified the four arbitrators chosen by the parties that 
under the provisions of the act of July 15, 1913, the board had named 
as the remaining arbitrators Jeter C. Pritchard, of Asheville, N. C, 
judge of the United States circuit court, and Charles Nagel of St. 
Louis, Mo., former Secretary of Commerce and Labor. The date for 
the beginning of the hearings was set for November 30, 1914. 

The board of arbitration, appointed as above, held its first meeting, 
in the Federal Building, Chicago, 111., on Monday, November 30, 1914. 
Judge Jeter C. Pritchard, of Asheville, N. C, was elected chairman of 
the board; H. S. Milstead, of Washington, D. C, was appointed 
secretary; William A. Britt, of Asheville, N. C, was appointed assist- 
ant secretary. 

Public hearings were held from November 30, 1914, to and includ- 
ing March 18, 1915. On March 29, 1915, briefs were submitted by 
both sides and arguments were had from March 29, 1915, to and in- 
cluding April 2, 1915. Testimony was taken from November 30, 
1914 (including arguments), to and including April 2, 1915. This 
testimony covers 7,828 printed pages. Exhibits were presented by 
the employees, numbered 1 to 89, and exhibits were presented by 
the railroads, numbered 1 to 50, inclusive. The board was in execu- 
tive session from April 3, 1915, to and including April 30, 1915, and 
on the last named date announced and filed its award. 



RAILROAD LABOR ARBITRATIONS. 459 

PROPOSITIONS SUBMITTED TO ARBITRATION. 

The articles finally submitted to arbitration by mutual agreement,, 
which were in reality the requests made by the brotherhoods, were 
as follows : 

Article 1. 

passenger service. 

One hundred miles or less, five hours or less, will constitute a day's work in all classes 
of passenger service. All mileage in excess of lOO.miles shall be paid for pro rata. 

ALL OTHER SERVICE EXCEPT SWITCHING. 

One hundred miles or less, 10 hours or less, will constitute a day's work in all classes 
of service except passenger and switching sendee. All mileage in excess of 100 miles 
shall be paid for pro rata. Ten miles run will be the equivalent of one hour's service 
performed, or vice versa. 

OVERTIME IN ROAD SERVICE. 

Passenger service. — Overtime in passenger service will be computed and paid for on a 
basis of 20 miles per hour, at rate for each class of engine used. 

All other road service. — Overtime in all other service except passenger and switching 
service will be computed on a basis of 10 miles per hour, and paid for at the rate of 15 
miles per hour, at rate for each class of engine used. 

All overtime will be computed on the minute basis. 

Article 2. — Rates of Pay. 

passenger service. 

The rate in passenger service on locomotives other than the Mallet type weighing less 
than — 

Engineers. Firemen. 

80,000 pounds on drivers shall be $4. 50 $2. 90 

80,000 pounds and less than 100,000 pounds on drivers 4. 60 3. 00 

100,000 pounds and less than 140,000 pounds on drivers 4. 80 3. 15 

140,000 pounds and less than 170,000 pounds on drivers 5. 00 3. 25 

170,000 pounds and less than 200,000 pounds on drivers 5. 15 3. 40 

200,000 pounds and less than 225,000 pounds on drivers 5. 35 3. 50 

225,000 pounds and less than 250,000 pounds on drivers 5. 50 3. 65 

250,000 pounds and over on drivers 5. 60 3. 75 

In all classes of sendee except passenger and switching service on locomotives 
other than Mallet type weighing less than — 

Engineers. Firemen. 

80.000 pounds on drivers shall be $5. 00 $3. 25 

80.000 pounds and less than 100,000 pounds on drivers 5. 20 3. 40 

100,000 pounds and less than 140,000 pounds on drivers 5. 40 3. 50 

140,000 pounds and less than 170,000 pounds on drivers 5. 60 3. 65 

170,000 pounds and less than 200,000 pounds on drivers 5. 80 3. 75 

200,000 pounds and less than 225,000 pounds on drivers 6. 10 4. 00 

225,000 pounds and less than 250,000 pounds on drivers 6. 40 4. 25 

250,000 pounds and over on drivers 6. 70 4. 50 

Mallet type engines, all classes of service, except switching sendee, weighing less 
than — 

Engineers. Firemen. 

250,000 pounds on drivers $7. 50 $4. 90 

250,000 pounds and less than 300,000 pounds on drivers 7. 75 5. 10 

300,000 pounds and less than 400,000 pounds on drivers 8. 00 5. 25 

400,000 pounds and over on drivers 8. 25 5. 50 

PUSHER, HELPER, MINE RUNS, WORK, WRECK, BELT LINE, TRANSFER, AND ALL OTHER 

UNCLASSIFIED SERVICE. 

Engineers and firemen on locomotives in pusher and helper sendee, mine runs, 
work, wreck, belt line and transfer service, and all other unclassified service, will 
be paid through freight rates according to the class of engine. 



460 



RAILROAD LABOR ARBITRATIONS. 



DIVISIONS WHERE GRADE IS 1.8 PER CENT. 



On all divisions where grade is 1.8 per cent or over an increase of 10 per cent over 
valley rates will be paid. 

NARROW GAUGE LOCOMOTIVES. 

On roads where narrow gauge locomotives are in service, a 5 per cent increase over 
present rates in effect shall b.e granted. 

ELECTRIC LOCOMOTIVES, ELECTRIC, EITHER MULTIPLE UNIT OR SINGLE, GASOLINE, OR 

OTHER SERVICE. 

Where electric, multiple unit, gasoline, or other service is installed as a substitute 
for steam, or is now in operation on any railroad parties to this agreement or on any 
of the tracks operated or controlled by any of them as part of their system, the loco- 
motive engineers and firemen shall have the right to the position of motorman and 
helper, respectively. The term "helper" will be understood to mean the second 
man employed on electric locomotives or other power. 



SENIORITY RIGHTS — RULES, HOURS OF SERVICE AND MILEAGE. 



Seniority rights to be interchangeable, 
to apply with the following rates of pay: 



Steam rules, hours of service, and mileage 



Motorman. Helper 



PASSENGER SERVICE. 

20,000 pounds tractive power and less 

Over 20,000 pounds tractive power and less than 25,000 pounds 

Over 25,000 pounds tractive power and less than 30,000 pounds 

Over 30,000 pounds tractive power and less than 35,000 pounds 

Over 35,000 pounds tractive power and less than 40,000 pounds 

Over 40,000 pounds tractive power and less than 45,000 pounds 

Over 45,000 pounds tractive power and less than 50,000 pounds 

Over 50,000 pounds tractive power and less than 55,000 pounds 

Over 55,000 pounds tractive power and less than 60,000 pounds 

60,000 pounds tractive power and over 

ALL OTHER SERVICE EXCEPT PASSENGER AND SWITCHING 

20,000 pounds tractive power and less 1 

Over 20,000 pounds tractive power and less than 25,000 pounds 

Over 25,000 pounds tractive power and less than 30,000 pounds 

Over 30,000 pounds tractive power and less than 35,000 pounds 

Over 35,000 pounds tractive power and less than 40,000 pounds 

Over 40,000 pounds tractive power and less than 45,000 pounds 

Over 45,000 pounds tractive power and less than 50,000 pounds 

Over 50,000 pounds tractive power and less than 55,000 pounds 

Over 55,000 pounds tractive power and less than 60,000 pounds 

Over 60,000 pounds tractive power and less than 65,000 pounds 

Over 65,000 pounds tractive power and less than 70,000 pounds 

70,000 pounds tractive power and over 

SWITCHING SERVICE. 

20,000 pounds tractive power and less 

Over 20,000 pounds tractive power and less than 40,000 pounds 

Over 40,000 pounds tractive power and less than 60,000 pounds 

60,000 pounds tractive power and over 



$4.50 


$3.35 


4i60 


3.35 


4.70 


3.35 


4.80 


3.35 


4.90 


3.35 


5.00 


3.35 


5.15 


3.35 


5.35 


3.35 


5.50 


3.35 


5.60 


3. 35 


5.00 


3.75 


5.20 


3.75 


5.30 


3.75 


5.40 


3.75 


5.60 


4 3.75 


5.80 


3.75 


6.00 


3.75 


6.20 


3.75 


6.40 


3.75 


6.60 


3.75 


6.80 


3.75 


7.00 


3.75 


4.75 


3.10 


5.00 


3.10 


5.50 


3.10 


6.00 


3.10 



Article 3. — Local or Way Freight Service. 

Local trains are way freight or mixed trains whose work is the loading or unloading 
of freight or doing station switching en route. 

Engineers and firemen on such trains will be paid 10 per cent increase over through 
freight rates. 

ADDITIONAL PAY. 



Through or irregular freight trains doing work such as loading or unloading freight, 
stock, or company material, switching at stations, spurs, mines, mills, or required 
to pick up or set out cars, unless cars to be picked up are first out or cars to be set out 
are switched together at terminals, or doing any other similar work, shall be paid 
for same at overtime rates in addition to time or mileage made on trip. 



RAILROAD LABOR ARBITRATIONS. 461 

Article 4. — Switching' Service. 
Rates of pay. 




Firemen. 



Engines weighing less than 140,000 pounds on drivers. 
Engines weighing 140,000 pounds and over on drivers . 
Mallet type engines ." 



$3.10 
3.25 
4.00 



Engineers and firemen required to begin service other than between the hours of 
6 a. m. and 8 a. m. will be paid 2 cents per hour, in addition to above rate. 



DAYS WORK. 



Ten hours or less will constitute a day's work in switching service. Time to be 
computed continuously, all over 10 hours to be computed and paid for at rate of time 
and one-half. All overtime to be computed on minute basis. 



Switch engineers and firemen will not be required to work longer than 6 consecu- 
tive hours without being allowed 30 minutes undisturbed for meals. 

ROAD ENGINES USED. 

When road engines are used in yard service, road rates will apply. 
Article 5. — Preparatory Time. 

Engineers and firemen in all classes of service will be allowed 30 minutes as prepa- 
ratory time in addition to all other time or mileage made on the trip or day, at the 
pro rata rate corresponding with class of locomotive and service, provided, that on 
lines of railroad where rules or schedules require them to be on duty more than 30 
minutes before time ordered to leave roundhouse or other point, they will be allowed 
1 hour's time, and when required to be on duty more than 1 hour, actual time will 
be allowed. Preparatory time will be the time engineers and firemen are required 
to be on their locomotives prior to time ordered to leave roundhouse or other point. 

Article 6. — Terminal Delay, 
passenger service. 

Initial terminal delay for passenger engineers and firemen shall begin at the time 
they are called to leave roundhouse or other point and shall end upon departure of 
trains from passenger depot. 

Final terminal delay for engineers and firemen in passenger service shall begin at 
the time they arrive at passenger depot and will end when relieved from duty. 

FREIGHT SERVICE. 

Initial terminal delay in freight service shall begin at the time engineers and fire- 
men are called to leave roundhouse or other point and shall end. when train has passed 
from yard track or lead to main line, and actually departs from the terminal. 

Final terminal delay in freight service shall begin when train arrives at switch 
leading from main line into yard and shall end when engineer and fireman are relieved 
from duty, provided, that if from any cause trains are held out of yard, final terminal 
delay shall begin. 

MINUTE BASIS. 

Engineers and firemen shall be paid on a minute basis for all terminal delays at 
the pro rata rate for the class of engine used, this in addition to all time or mileage 
made on the trip. 

Article 7. — Automatic Release and Tie-Up. 

Engineers and firemen arriving at terminal or end of run are automatically released; 
when used again they begin a new day. 



462 RAILROAD LABOR ARBITRATIONS. 

CONTINUOUS TIME. 

Engineers and firemen tied up between their terminals will be paid continuous 
time; no deductions will be made for time tied up. 

Article 8. — Held Away from Home Terminals. 

Engineers and Bremen held at other than home terminals (including rest period) 
will be paid continuous time for all time so held, after the expiration of 15 hours 
from time relieved from previous duty, at the rate per hour paid for the last service, 
performed; less than 1 hour not to be paid for. 

Article 9. — Deadheading. 

Engineers and firemen deadheading on company business shall be paid the same 
rate and on the same basis as the engineer and fireman on the train on which dead- 
heading. Rules in individual schedules governing minimum day and other con- 
ditions to apply. 

Article 10. — Hostlers. 

At points where an average of six or more locomotives are handled within 12 hours, 
day or night, hostlers shall be maintained. 

POSITIONS, HOW FILLED. 

Hostling positions shall be filled from the ranks of the firemen', and they shall be 
paid $3.35 per day of 10 hours or less, provided, that where hostlers are required to 
make main-line movements they shall be paid $4.75 per day of 10 hours or less, over- 
time in each case to be computed on the minute basis and paid for at the rate of time 
and one-half. 

When such main-line or road hostlers are paid the same rate as engineers in switch- 
ing service, such position shall be filled from the ranks of the engineers. 

meal hour. 

Hostlers shall be allowed 1 hour for meals between the hours of 11.30 and 1.30 day 
or night. Hostlers will be assigned regular meal hour between the hours named 
or after being on duty 5 hours. Should hostlers be required to remain on duty after 
designated meal hour, 1 hour will be allowed as overtime. No hostler will be required 
to remain on duty longer than 6 hours without having 1 full hour for meals. 

Article 11. — Surprise Tests. 

That the practice of conducting surprise tests by turning switch lights and placing 
red lights, or flags, unaccompanied by torpedoes, beside track, or wiring down auto- 
matic signals to proceed position, be eliminated. 

Article 12. — Assistance for Firemen. 

On all locomotives in freight service where but one fireman is employed, and on all 
locomotives in passenger service, coal will be kept where it can be reached by the 
fireman from the deck of the locomotive. Coal of the proper size for firing purposes 
will be placed on all tenders. 

Article 13. — Two Firemen. 

On coal burning locomotives weighing 185,000 pounds or more on drivers, when 
used in freight service, two firemen will be employed. 

Article 14. — Miscellaneous. 

cleaning of locomotives. 

On railroads where firemen are required to clean locomotives, they shall be relieved 
of such service. 

setting up wedges, filling grease cups, and cleaning headlights. 

When engineers and firemen are required to set up wedges, fill grease cups, or clean 
headlights, they shall be relieved of such service at all points where roundhouse or 
shop force, or an engine watchman is employed. 



EAILROAD LABOR ARBITRATIONS. 463 

PLACING OF SUPPLIES ON LOCOMOTIVES. 

Where engineers and firemen are required to place on or remove tools or supplies 
from locomotives, fill lubricators, flange oilers, headlights, markers, or other lamps, 
they shall be relieved of such service at all points where roundhouse, shop force, or an 
engine watchman is employed . 

Article 15. — Official Record of Weights on Drivers. 

For the purpose of reckoning weights on drivers, each railroad, parties to this agree- 
ment, will permanently post bulletins at all terminals showing accurate service 
weights of all locomotives. 

Article 16. — Throwing Switches and Flagging. 

Engineers and firemen will not be required to throw switches, flag through blocks, 
or fill water cars. 

ARGUMENT AND TESTIMONY OF EMPLOYEES. 

The first general argument put forward by the employees was in 
support of a standardization of rates of pay and working conditions. 
The claim was made that the minimum rates of wages, rules guaran- 
teeing the minimum compensatory benefits, and rules limiting maxi- 
mum hours of employment for a day's work should be standardized 
or made uniform on all western railroads. The reasons submitted in 
behalf of this contention were: 

(1) In equity railroads should not be permitted to perpetuate 
discriminatory rates and rules that adversely affect the earnings 
and working conditions of engineers, firemen, and hostler's. 

(2) The standardization of rates of wages and hours of employ- 
ment for like service has been recognized as equitable and an economic 
necessity in many leading industries. 

(3) The u saving clause" agreed to by the committees representing 
the railroads and the engineers, firemen, and hostlers, which saving 
clause was made a part of the written agreement upon which this 
arbitration was based, was not prejudicial to uniformity of minimum 
rates of wages and rules of employment. 

(4) In the fixing of wage scales in other industries it is only the mini- 
mum rate of wages that is standardized, thus recognizing the equity 
of exceptional higher rates, and in fixing the basis of a day's work it 
is only the maximum period of time that is standardized, thus recog- 
nizing the equity of exceptional shorter periods of service for which 
a day's wage may be paid. 

(5) The uniformity of rates and rules affecting the compensation 
of engineers, firemen, and hostlers should not be affected by the 
relative financial resources of railroad corporations. 

(6) The railroads now seek and profit by uniformity of national 
legislation affecting their financial management and physical opera- 
tion and oppose variant State legislation affecting the same matters, 
and are privileged to purchase materials for construction, mainte- 
nance, and operation in a market where prices are uniform. It is, 
therefore, inconsistent on their part to oppose standardization of 
rates of pay and working conditions within the transportation 
industry. 

(7) The institution of uniform rates and rules would make it 
possible to calculate labor costs and wage requests accurately. 



464 RAILROAD LABOR ARBITRATIONS. 

(8) The further claim was made that by the adoption of concerted 
action on the part of certain groups of railroads and their employees 
and the abandonment of wage negotiations on the several railroads, 
engineers, firemen, and hostlers had been deprived of other means of 
securing uniformity of wages and working conditions. 

(9) In conclusion, the argument was made that no great diversity 
in wages and rates existed in western territory, and standardization 
in accordance with the requests of engineers and firemen could be 
put into effect at small expense. The cost of what was termed 
" arbitrary rules," it was asserted, might also be avoided by standard- 
ization. 

As to the request for a 5-hour day in passenger service and a 
10-hour day in freight service, the declaration was made by the engine- 
men that these requests should be granted for the following reasons: 

(1) The high speed of passenger trains and the nervous and physical 
strain incident thereto made the 5-hour day equitable in passenger 
service. 

(2) The rates of wages for engineers and firemen were less per day 
and per hundred miles in passenger service than in other road 
service. 

(3) The 5-hour day for passenger service was already in effect 
upon a majority of the railroads in the United States and Canada, 
and as many of the western railroads had such rule, it should now 
be made the standard rule. 

(4) The request for -a 10-hour day in freight service was conserva- 
tive, in that practically all railroads had as favorable or a more 
favorable rule. 

(5) The clause in this rule provided that all mileage in excess of 
100 miles should be paid for pro rata relieved railroads from paying 
the overtime rate where the speed of the train was equal to or exceeded 
10 miles per hour, and thus established for the railroads a more 
favorable rule than in other industries, where the overtime rate 
arbitrarily began at the end of the u day." 

(6) As to overtime in road service the men contended that this 
rule should be awarded because: 

(a) The rate for overtime in passenger service should be at least 
as high as the rate for regular hours worked. 

(b) The rate for overtime in freight service should be at the rate 
of 15 miles per hour, on a speed basis of 10 miles for the hour. This 
rule was more elastic and less expensive to the railroads than the 
overtime rule was to the employers in other industries, where the 
overtime rate began at the expiration of 8 hours. The rule here re- 
quested relieved the railroads of paying any overtime so long as the 
average speed of the freight train between terminals equaled or 
exceeded 10 miles per hour, and in any event road overtime rates 
would not begin until the expiration of 10 hours. 

(c) It 'was unquestionably shown by the evidence submitted and 
statements of prominent railroad officials that the heavy loading of 
freight trains was the direct cause of decrease in speed. When a 
freight train was overloaded the sole purpose was to increase the 
earnings of the railroads from that train, and this purpose was ac- 
complished usually by exacting longer and more arduous service 
from the engineer and fireman. 



RAILROAD LABOR ARBITRATIONS. 465 

(7) The minute basis of paying for overtime in all classes of loco- 
motive service was equitable. Where the 30-minute basis was 
enforced, an injustice was done when engineers and firemen received 
no compensation for 29 minutes of overtime. 

Where railroads were required to pay a full hour's overtime for 
31 minutes, it was not fair to them. The minute basis was exact 
and fair to both employer and employee. 

In support of the requests as to rates of pay and the basis for wage 
payments, it was contended that the rates requested should be based 
on" weights on drivers of locomotives, because: 

(1) Weight on drivers was the most practical basis for standard- 
ization of wages for engineers and firemen, because: 

(a) It partially compensated engineers and firemen for their in- 
creased productive efficiency for the reason that as the size and 
power of the engine increased so did the tonnage of the trains and 
also the revenues to the railroads. 

(b) It partially compensated engineers and firemen for increased 
labors and responsibilities resulting from larger engines and heavier 
trains. 

(c) It was the basis of wages for engineers demanded by the rail- 
roads in the eastern territory and was the basis of wages for firemen 
proposed by the railroads in the eastern territory, and if wages were 
to be standardized no basis was more equitable to the railroads and 
their engineers and firemen than weight on drivers. 

(2) As to the rates of pay in the requests submitted, it was claimed 
that they were less than would have been requested if all other compen- 
satory features were not awarded by the board. W T ages of engineers 
and firemen, it was stated, had never been commensurate with their 
labors, responsibilities, and hazard of occupation, and their wage ad- 
vances in the- past had not kept pace with their increased responsi- 
bilities, productive efficiency, or cost of living. Measured by the 
wages paid in other industries, engineers, firemen, and hostlers, it was 
declared, were several years behind the wage progress of other 
American and Canadian workingmen. 

(3) Attention was directed to the claim that the higher rates of 
wages paid by railroads to engineers and firemen employed on the 
larger locomotives, as they have been introduced into the service, 
could not be termed " increases " in wages. The slightly higher rates 
conceded on the larger engines, as they had been placed in service, 
had not been commensurate with the increased responsibilities and 
labors of engineers and firemen resulting from the introduction of 
such large engines. 

(4) A higher rate of wages should be paid engineers and firemen on 
Mallet engines than on other engines, for the reason that for the same 
weight on drivers greater responsibility, labors, and dangers con- 
fronted engineers and firemen on Mallet engines. A Mallet engine is 
in fact two engines coupled together in a manner that makes it pos- 
sible for railroads to operate them with one engineer and one fireman, 
thus saving the expense of one engine crew. 

(5) The present differential of 15 cents less per day for firemen on 
oil burning engines should be eliminated, it was argued, and the rates 
requested should be awarded on all locomotives. In other industries, 
it was pointed out, a differential in wages per day had not been es- 

51393°— S. Doc. 493, 64-1 30 



466 RAILROAD LABOR ARBITRATIONS. 

tablished, and lower wages had not been paid because of the intro- 
duction of devices that reduced physical labor. Where oil had been 
substituted for coal as fuel, marine and stationary firemen had suf- 
fered no loss in wages per day and no differential had been estab- 
lished between their rates of wages. Instead of wage reductions 
there had been repeated wage increases in practically all industries 
where physical labors of workingmen had been relieved by the intro- 
duction of labor saving devices. 

(6) Although a graduated wage for firemen, by weight on drivers 
or size of engines, where oil is used as fuel had never been insisted 
upon for firemen, yet it had been a well recognized principle that the 
ability of the employee to produce earnings for his employer was a 
fair basis for the graduation of wage rates. 

Through freight rates, the employees claimed, should be paid on 
pusher, helper, mine runs, and other unclassified service in the interest 
of standardization, and because a majority of railroads had already 
adopted this policy in some branches of unclassified service. The 
differential requested on mountain divisions, as compared with valley 
territory, should be awarded, the enginemen argued, because the 
mountain work was more arduous, carried greater responsibilities, 
and because the railroads received higher freight and passenger rates 
in mountainous territory. In view of the further fact that the engine 
crews by custom have always received higher rates of pay in narrow 
gauge service, the employees contended that in equity their rights 
should be recognized by allowing them a 5 per cent advance in wages, 
at least, to offset the rise in the cost of living. 

As to electric locomotives, electric, either multiple unit or single, 
gasoline, or other service, it was claimed by the employees that the 
rates asked for should be granted because: 

(1) Employees should be privileged to share in the productivity 
and economic advantages resulting from the introduction of labor 
saving and profit producing machines that could be operated at a 
comparatively low cost. As wonderful printing inventions had brought 
to the employer prosperity, to the masses of the people cheaper books 
and newspapers, and to the employees in the printing trades better 
wages and improved conditions, the engineers and firemen should also 
shaVe with the railroad employer and the public the profits and bene- 
fits arising out of the introduction of electric locomotives. 

(2) The engineers and helpers had just as great responsibilities and 
must possess the same knowledge of train rules and operation as in 
steam service. 

(3) The railroads should not deprive their engineers and firemen of 
the right to employment in electric service they now possess in steam 
service. 

(4) Only experienced engineers and firemen should be permitted to 
operate trains propelled by electric locomotives. As a chain is no 
stronger than its weakest link, an inexperienced engineer in charge 
of an electric locomotive might cause disaster to himself and others, 
although every other engineer in the same service and on the same 
track might be thoroughly competent. 

(5) The wage cost per ton mile to the railroads of engineers and 
firemen employed on electric locomotives and electric trains was 
much less than with steam locomotives at the same wage rate per 
day. 



RAILROAD LABOR ARBITRATIONS. 467 

As to higher rates of pay requested in local and way freight service, 
it was contended by the employees that they should be awarded 
because the station-switching and other work peculiar to local freight 
service resulted in a decrease in the average speed of such trains be- 
tween terminate, thereby greatly decreasing on a mileage basis the 
earning opportunity of engineers and firemen for the same period of 
service. When local freight work was required of engineers and fire- 
men in through freight service, additional compensation should also 
be paid. 

As to switching service, it was claimed by the enginemen that their 
requests should be allowed for the following reasons: 

(1) Engineers and firemen in switching service had never possessed 
the numerical strength to bargain effectively for rates of wages com- 
mensurate with their responsibilities and duties. A lower rate of 
compensation per hour for them than for employees of similar impor- 
tance in other industries was the outcome. The rates of wages per 
hour requested in this rule for engineers and firemen were less than 
wages paid by employers in many other industries for skilled workmen. 

(2) If the percentage of increase in rates of wages requested for 
engineers and firemen in switching service exceeded the percentage 
in requests for' other service it was because the present rates were so 
low, and not because the requested rates were excessive. 

(3) Rates of wages of engineers and firemen in switching service 
were lower, proportionately, than wages of other employees in the 
same service. 

(4) The higher rates requested on the larger engines in switching 
service were equitable because": 

(a) The larger engines were maintained where the heaviest work 
was required of engineers and firemen. The smaller engines were 
usually in service at the less important switching yards or assign- 
ments. Thus, the theory of increased rates of wages for increased 
responsibilities and labors and increased productive efficiency was 
maintained for switching service. 

(b) Some railroads had insisted on paying a lower rate of wages to 
engineers and firemen in what had been designated as u second-class" 
yards upon the theory that the work was not so arduous. By the 
gradation of rates of wages by weights on drivers, as in this rule, 
railroads were privileged to pay a lower rate where work was less 
important by the assignment of a small engine to such work.. 

In support of their contention for preparatory time it was argued 
by the employees that this request should be granted because the 
preparation of a locomotive for service was an essential feature of the 
duties of both engineers and firemen. An engineer, it was pointed 
out, was required to inspect a locomotive and assume responsibility 
for all undiscovered defects, to attend and adjust all lubricating 
attachments and assume responsibility for their perfect working, to 
assume responsibility for the perfect working of the air brakes and 
other mechanical devices that make up important adjuncts to the 
operation of a perfect locomotive; to inspect train registers for the 
purpose of ascertaining the arrival and departure of trains that in any 
manner affect the safe operation of the train he was to pull; to inspect 
bulletin boards for the purpose of observing rules and orders posted 
for his guidance since his last trip; to compare his watch with the 
official timepiece of the raikoad by which he was employed. After 



468 RAILROAD LABOR ARBITRATIONS. 

all these duties had been performed he was ready to receive his 
running orders and begin the work for which railroads were willing 

to P a y- 

A fireman was required to assist the engineer in such duties as 
might be assigned him. 

This preparatory time, it was claimed, should be paid for in addi- 
tion to all other time made on the trip or day because, this being a 
distinct and separate service upon which a safe and successful trip 
depended, it was unfair that railroads should decline to compensate 
engineers and firemen for it. 

Terminal delay, it was the contention of the employees, should be 
paid for: 

(1) To prevent railroads requiring engineers and firemen to report 
for duty before their services were needed. 

(2) Payment for terminal delay should be in addition to all time or 
mileage. Unless the payment was arbitrary or independent of pay 
for road service there would be no incentive for railroads to abandon 
the practice of detaining engineers and firemen at terminals when the 
road trip could be or had been made at a speed that would avoid 
overtime. 

As to the automatic release and tie-up request, it Was claimed by 
the employees that this rule should be granted because: 

(1) So long as railroads availed themselves of the low rates of 
wages peculiar to the mileage basis they should not be permitted to 
deprive engineers and firemen of the premium or bonus feature of 
the mileage basis of wage payments. 

(2) The automatic release and tie-up was necessary if an equitable 
distribution of work between engineers and firemen was to be main- 
tained. 

(S) In a vast majority of tie-ups of engineers and firemen between 
terminals in the application of the Federal hours-of-service act it was 
contended that the cause was the loading of the train, and this was 
done because the heavy loading of freight trains was the most effective 
method of increasing revenues of railroads and, at the same time, 
reducing labor cost of product, and it was therefore proper that rail- 
roads should pay engineers and firemen continuous time from ter- 
minal to terminal in this revenue-producing operation. 

•As to article 8, requesting pay for being held away from home ter- 
minals, the employees contended that this rule should be awarded, 
because : 

(1) Engineers and firemen were required to incur extra living 
expenses when away from home. 

(2) When engineers and firemen were held at other than home ter- 
minals their expenses not only continued, but their earning power 
ceased. 

(3) The purpose of the railroads in holding engineers and firemen 
at distant terminals being to await full tonnage for trains the profits 
of this practice made it possible for the railroads to comply with the 
rule without financial loss. 

(4) The burden of decreased traffic should not be borne entirely by 
engineers and firemen. 

The argument advanced in support of article 9, providing for pay- 
ment for deadheading on company business, was that if the exigencies 
of a railroad's business required that engineers and firemen be sent 



RAILROAD LABOR ARBITRATIONS. 469 

from one point to another for the purpose of performing certain 
assigned duties the burden of expense for such movements should 
be borne by the railroad instead of by the engineer and fireman. 
Already on many railroads this principle had been recognized. 

In connection with the rates of pay and working conditions re- 
quested for hostlers, the following arguments were advanced: 

(1) Engineers and firemen while performing road service should 
not be required to act as hostlers. The duties of road service for 
engineers and firemen were extremely arduous, and railroads should 
not require additional service of them. 

(2) Hostling positions should be filled from the ranks of the fire- 
men, except when making main-fine movements, when only expe- 
rienced engineers should be employed. 

(3) The advance in rates of wages requested in the proposition for 
hostlers should in no manner deprive them of the opportunity to eat 
one meal during each day's service, and this time for eating should be 
available at a reasonable hour. 

(4) Where railroads disregard this rule they should be required to 
pay for one hour's work not performed, which might result in the rule 
being applied. 

(5) No hostler should be required to remain on duty longer than 
six hours without having one full hour for meals. 

(6) The rate requested, it was claimed, was equitable. The rate 
per hour of 33 J cents was much less than was paid in other industries 
for labor less skilled and work less important. No engineer should 
be paid less than $4.75 for 10 hours work, and none but men quali- 
fied as engineers should be permitted to serve as road hostlers. 

(7) Time-and-a-half request for overtime, it was asserted, was a 
penalizing request. Hostlers should not be required to work more 
than 10 hours per day, for it was as practical and less expensive for 
a railroad to relieve a hostler from work at the end of 10 hours as it 
was for the same railroad to relieve a shop mechanic at the end of 8 
hours, which was the rule; and the only practical method of limiting 
a day's work was the usual method of paying time and a half for 
overtime. 

(8) In the case of hostlers, as for all railway employees, all over- 
time should be paid on the minute basis. 

Existing methods of making surprise tests should be forbidden, 
it was claimed, for the following reasons: 

(1) The nervous shock incidental to some of the so-called effi- 
ciency tests or surprise tests experienced by engineers and firemen 
subjected to such tests were dangerous to the traveling public, 
highly injurious to the mentality of the engineers and firemen, and 
an economic loss to the railroads. 

(2) Men in charge of the operation of locomotives should have 
complete command of their mental faculties if trains were to be 
transported safely. Men whose judgment had been warped by ex- 
posure to unreal but threatened danger, whose sense of caution had 
been dulled by the cry of wolf oft repeated, were not safe men to 
operate trains, and if the traveling public knew the facts, it was 
asserted, laws would be enacted to prohibit the practices against 
which complaint was made. 

> (3) When an engineer and fireman were confronted by a seeming 
disaster — a misplaced switch or a collision — "they five a lifetime in 
a minute." as had been aptly stated in this arbitration. 



470 EAILROAD LABOR ARBITRATION'S. 

As to the request of the firemen for assistance in shoveling coal 
forward from the tender, it was claimed that this assistance should 
be granted, because: 

(1) With the growth in the size of locomotives, the greater ton- 
nage of freight trains, and the increased weight and speed of passenger 
trains, tenders of greater capacity had been placed in service, with 
the result that much of the coal burned in a locomotive was handled 
twice by the fireman. 

(2) On many railroads long before the large tenders of to-day were 
built rules were conceded to firemen that coal would be broken to 
proper size for firing, and on some railroads these rules were enforced. 
Seldom had the fireman the time to properly break coal, and it was 
well known to railway officials that the expense of breaking coal to 
proper size for firing was saved in the more economic combustion of 
that fuel. 

As to article 13 of the employees' requests, which provide for the 
employment of two firemen on locomotives weighing more than 
185,000 pounds on drivers, it was contended that this rule should be 
awarded because : 

(1) The physical requirements for properly firing a large locomo- 
tive were beyond the capacity of one man was conceded by prac- 
tically all whose personal observation had given them a knowledge 
of the subject. 

(2) By the increased efficiency of the locomotive when two firemen 
were employed the expense of the second fireman would be more than 
offset, as official tests had demonstrated that the cost to the railroads 
for firemen per ton mile was less with two firemen than with one 
fireman or with a mechanical stoker. At a freight rate of 1 cent per 
ton per mile one 40-ton car of freight added to a train where a second 
fireman was employed would produce additional revenue for the rail- 
road sufficient to pay three times the entire wages of the engineer and 
both firemen. The greater efficiency of a locomotive fired by two 
firemen would, it was also claimed, probably increase the speed of the 
train sufficient to avoid payment of overtime to the entire engine and 
tram crew to the extent on many trips of offsetting the wages of the 
second fireman. 

(3) Firemen and engineers agree that to oppose the introduction of 
larger locomotives would be improper from an economic viewpoint. 
They appreciate the fact that the larger the locomotive the greater 
the tonnage of the train and earnings of the railroads. The assertion 
was therefore made that railroads should not withhold the assistance 
of a second fireman when by so doing the exhausted condition of the 
one fireman necessitated his laying off for recuperation, and thereby 
losing his earnings of a day or trip. 

(4) The theory advanced by the railroads that the introduction of 
superheating devices was a factor in the fixing of wage rates for fire- 
men was not practical. While it was conceded that the perfect- 
working superheater reduces the amount of coal burned in transport- 
ing the same tonnage, in practice the tonnage was increased instead 
of the coal saved. 

(5) In no other steam plant had the employer required one fireman 
to perform the work, regardless of the power generated. As the size 
of the steam vessel increased so does the number of the firemen and 
engineers employed. 



RAILROAD LABOR ARBITRATIONS. , 471 

(6) Upon the presumption that the substance of this rule would be 
awarded the board of arbitration was urged not to refer to another 
board of arbitration the question of when the award of this arbitration 
should be applied, as was done on a former occasion. 

As to article 14 of the requests, providing that engineers and firemen 
should not be required to clean locomotives, set up wedges, .fill grease 
cups, clean headlights, or place supplies on locomotives, it was argued: 

(1) The cleaning of engines was not a fireman's work. Railroads 
never paid firemen for cleaning engines, and they have insisted upon 
their performing this work only because firemen could be coerced into 
cleaning engines without compensation therefor. 

(2) The setting up of wedges was a machinist's work and should be 
done by a machinist. Filling grease cups and cleaning headlights 
should be done by roundhouse employees while engineers and firemen 
were securing rest from their previous trip or day's work. In fact, 
many railroads had abandoned the practice of compelling engineers 
and firemen to do this work. 

In support of their demand to be relieved from the duties of throw- 
ing switches and flagging, argument was submitted by the engineers 
and firemen as follows: 

(1) It was unfair that brakemen and switchmen should be displaced 
by railroads for economic reasons and then require engineers and fire- 
men to perform their work. 

(2) There should be a sufficient number of brakemen and switchmen 
employed to throw switches and flag through blocks, for firemen were 
required by the rules of all railroads to assist the engineer in engine 
duties and to watch carefully for signals. This could not be done 
with the fireman off the engine performing brakemen's and switch- 
men's duties. 

(3) Firemen were clothed especially for the hot work of firing 
locomotives and usually their clothing was saturated with perspira- 
tion. To require firemen in this condition to go out in zero weather 
to do brakemen's and switchmen's work should be prohibited by this 
award. 

(4) Attention was directed in this connection to the testimony of 
railroads' witness (Record, p. 3318), where it was said, "The practice 
of not requiring engineers and firemen to throw switches or flag 
through blocks is established." 

As to earning possibilities under existing rates and rules, a summary 
of the argument and testimony of the employees on this proposition 
was, briefly, as follows: 

The claim was made that the position taken by the railroads was 
based upon the earning possibilities of a few of the engineers and 
firemen rather than upon these classes of employees as a whole. 
They asserted that the railroads presented statistical statements and 
testimony of witnesses which demonstrated conclusively that it was 
possible for engineers and firemen, by working from 12 to 16 hours 
per day, to earn far more in a month or year than employees in other 
industries can earn for the same period of time when working only 8 
hours per day and on only the usual working days, excluding Sundays 
and holidays. The employees conceded in their early testimony and 
documentary evidence, it was pointed out, that under the piecework 
and seniority systems, long in effect, a comparatively few of their 
fellcw workmen could, by great physical effort and continuous em- 



472 RAILROAD LABOR ARBITRATIONS. 

ployment, add to their earnings in a marked degree. They claimed 
that the real effort made by the railroads has been to show that, the 
exceptionally high earnings at a given time are typical of the earnings 
of all the engineers and firemen under the existing rates of wages and 
compensatory rules, and in denial that the earnings of a few are typical 
of the earnings of all, or that the earnings for October, 1913, were 
typical of the earnings for all other months, the following statement 
was put forward : 

(1) Under the piecework system, combined with the seniority sys- 
tem, the engineers and firemen longest in service were enabled to 
earn in a given month or year far more than their fellow workers 
who were juniors in the service. 

(2) Wages of locomotive engineers and firemen employed in road 
service were based upon certain rates per hundred miles traveled by 
the locomotive they operate. Consequently, the higher the speed of 
the train the greater the opportunity to add to earnings in a given 
time. There being no limitation to the number of hours worked in 
a given time, or in one trip or a series of trips, so long as the "sixteen- 
hour law" was not violated, those with the greatest physical capacity 
were able to make many miles, or complete many "pieces," under 
this piecework system within one month's time, and the earnings of 
these few was one of the principal supports on which the railroads 
rest their case. 

(3) In all piecework systems of compensating workers, after a rate 
per piece is established, more work per piece was exacted, and a 
contest continued between the worker, who seeks to increase the com- 
pensation per piece, and the employer, who exacted more and more 
service per piece. So it has been with engineers and firemen a con- 
stant struggle to have rates per mile keep pace with work exacted per 
mile. Trains in freight service formerly were operated at compara- 
tively high speed, under the theory of railroads then popular, that 
prompt service brought business. Since then managerial efficiency 
had proceeded upon the theory that speed was a negligible factor, and 
that the greater number of tons of freight that could be transported 
by one engineer and fireman the larger was the net revenue gain. To 
compensate in some degree for this loss of earning power per 100 miles, 
existing rules provide on 10-hour railroads that when the speed of a 
train fell below an average of 10 miles per hour the engineers and 
firemen would receive the same compensation for 6 minutes of time 
on duty as was paid for 1 mile traveled. Thus, engineers and firemen 
on such railroads received a day's pay for "100 miles or less, 10 hours 
or less." 

(4) To support their alleged object of demonstrating that the 
present rates of pay and compensatory rules were full and adequate, 
the men claim the railroads had based their computations and esti- 
mates of expense of complying with the requests of the men upon the 
pay rolls of engineers and firemen for the month of October, 1913, the 
month in which the railroads' business was the greatest in the railroads' 
history. If it could be shown that a majority of engineers and fire- 
men received comparatively large pay checks in October, 1913, the 
railroads presumed their contentions to have been sustained. That 
each of a majority of these engineers and firemen did two men's work 
and thereby earned two men's pay in October, 19.13, many of whom 
earned less than half as much in other months of the same fiscal year, 



RAILROAD LABOR ARBITRATIONS. 473 

was overlooked in the statements of the railroads until attention was 
called to these facts. The fact that in October, 1913, the business of 
the railroads was so great that a majority of the men were required 
to work a greater number of hours than in any other month in the 
history of railroads was no reason why the rates of wages per hour for 
engineers and firemen, it was contended, should be exceedingly low. 

(5) Compared with the average rates of wages of employees in other 
industries, locomotive engineers in freight service rank below 15 
leading trades. Engineers in switching service in the city of Chi- 
cago work for 42 h cents per hour, where hod carriers were paid 48 
cents per hour and skilled workers in other trades were paid from 65 
cents to 75 cents an hour. In a statement of average wages per hour 
in 17 western cities for the year 1913, for 46 trades the wages of loco- 
motive firemen in freight service ranked thirty-eighth — lower than 
helpers and laborers in some industries. In the city of Chicago a 
locomotive fireman in switching service received 25 cents per hour, 
while the hod carrier in the same city was paid 48 cents per hour. 
Locomotive hostlers employed by one of the most important and 
prosperous of western railroads were required to work 12 hours per 
day at 25 cents per hour. 

Stress was laid upon the increased cost of living by the employees 
as a justification for advances in existing rates of pay. The argu- 
ments put forward in this connection, briefly stated, were as follows : 

(1) Approximately 10 per cent increase in wages, in the aggregate, 
was secured by engineers and firemen in the wage adjustments of 1910. 
During the four-year period ending with 1913 a special investigation 
demonstrated that the cost of living of engineers and firemen and 
hostlers had increased not much less than $100 a year since their last 
wage increase in 1910. In reaching this estimate prices of articles 
during the winter of 1913-14 were the last investigated and no part 
of the period included in the present European war was considered. 

(2) The purchasing power of a day's wage was of far greater 
economic importance to the worker in any industry than the rate of 
pay. Engineers and firemen had learned from years of experience 
that when wage increases had been conceded by railroads such ad- 
vances in compensation had already been absorbed by the increases 
in the prices oi meat, groceries, rent, cost of meals, and rooms away 
from home, and other items of living expenses. 

In no other industry, it was pointed out further, were employees 
required to possess the extraordinary qualifications demanded by 
railroads of engineers and firemen. This was an important factor, it 
was claimed, that should be considered in the fixing of their wage 
rates, for the following reasons: 

(1) Applications of engineers and firemen for employment were 
extraordinary in form and detail and the examination conducted in 
connection therewith was most exacting. 

(2) The physical examinations of firemen upon which their em- 
ployment was dependent was more rigid than that conducted by the 
Federal • Government in the enlistment of soldiers, more extensive 
and particular than required of applicants for large insurance policies 
by insurance companies, and were carried to an extreme unknown 
in any other form of physical examination. 

(3) The repeated visual and aural tests to which engineers and 
firemen were subjected, while maintaining the highest degree of 
physical efficiency, constantly endangered their employment. 



474 RAILROAD LABOR ARBITRATIONS. 

(4) Repeated mechanical investigations of the technical knowledge 
acquired by firemen and the high standard of technical qualifications 
required by firemen made highly skilled men of them, often years 
before their promotion to the position of engineer. 

(5) Engineers before promotion and while yet serving as firemen 
were required by thorough and exhaustive examinations and tests to 
demonstrate their technical qualifications to serve as engineers. 

(6) Engineers and firemen who had successfully survived these 
ordeals were in constant danger of being debarred from employment 
by any railroad because of injuries or other ailments, many of which 
were truly occupational. 

As to the occupational hazard of locomotive engineers and firemen, 
a summary of the testimony and argument of the employees on this 
point briefly was as follows : 

(1) Almost one-half of all deaths of members of the Brotherhood 
of Locomotive Firemen and Enginemen were the direct result of rail- 
way accidents. Of 1,224 members who became physically disabled 
during the 10 years ending December 31, 1913, 544 of such disabilities 
were amputations of hands or feet. In ho other occupation would the 
hazard of employment be shown so great. 

(2) Scientific investigations had reported the occupational hazard 
of the locomotive engineer to be far greater than in many other 
industries. 

(3) Insurance of engineers and firemen by many old-line companies 
and fraternal societies was prohibited, and where not prohibited the 
rates were usually far in advance of normal rates. 

The underlying fundamental argument for better wages and work- 
ing conditions advanced by the employees was based on the increased 
work and productive efficiency of locomotive engineers and firemen. 
A summary of the testimony and argument of the employees on this 
point follows: 

(1) It was claimed that there had been a marked increase in their 
labors and responsibilities. The fireman has had more arduous phys- 
ical work to perform because of the necessity on coal burning railroads 
of handling more fuel for each locomotive mile traveled. Measured 
by this standard, the sworn annual statements of western railroads to 
the Interstate Commerce Commission showed that the work of firemen 
on coal burning locomotives increased from 52 to 162 per cent, accord- 
ing to railroads, during the period from 1890 to 1913 and from 34 to 
118 per cent during the period 1900 to 1913. The engineer, on the 
other hand, had found it necessary to operate a larger and more com- 
plicated mechanism and has had his duties increased by the responsi- 
bility of looking after a much heavier train. 

(2) The productive efficiency of engineers and firemen, or, in other 
words, the volume of traffic handled per engineer and fireman, had 
been greatly increased. This was apparent from the number of ton 
miles or traffic units transported by engine crews at the present time 
as compared with former years. Measured on the basis of each $1 ,000 
compensation paid engineers and firemen, the freight engineers on 24 
representative western railroads, considered as one system, in 1913 
handled 92 per cent more ton miles than in 1890, and the freight fire- 
men for each $1,000 paid them transported 83 per cent more freight 
traffic in 1913 than in the year 1890. Considering both freight and 
passenger traffic together, the engineers and firemen employed by 



RAILROAD LABOR ARBITRATIONS. 475 

these representative western railroads on a very conservative basis of 
calculation for each $1 ,000 paid in wages hauled a volume of combined 
freight and passenger traffic from 40 to 50 per cent greater in 1913 than 
in 1890. 

(3) This increased productivity, it was contended, had been at- 
tended by a decrease in costs to the railroads in terms of wage pay- 
ments to engineers and firemen for each unit of traffic handled, or, in 
other words, it had cost the railroads less in outlay to engineers and 
firemen to transport ton miles and passenger miles. During the 
period 1890 to 1913 the ratio of the cost of engineers and firemen to 
total operating expenses for 24 representative western railroads, con- 
sidered as one system, declined from 9.89 to 8.06, while the proportion 
of operating revenues absorbed by wage payments to locomotive engi- 
neers and firemen fell from 3.94 per cent in 1890 to 3.30 per cent in 
1913. During this same period the outlay in terms of wages to engi- 
neers and firemen for each 1,000 ton miles handled was 33.1 cents less 
on these same roads in 1913 than in 1890. 

(4) As the introduction of engines of greater tractive power which 
were able to haul a larger amount of traffic than those which they 
superseded had increased, the field of employment of engineers and 
firemen had been curtailed and the opportunities for promotion had 
been restricted. 

(5) In their annual reports to stockholders during recent years rail- 
road executives had commented in detail upon the development of 
greater freight train loads, the handling of a larger volume of traffic 
with fewer locomotive and train miles, and the decrease in labor and 
general operating expenses which had been thus secured. Their state- 
ments, it was asserted, fully corroborated the claims of the locomotive 
engineers and firemen, as set forth in the arbitration proceedings. 

(6) It was clear, also, it was claimed, that the development in the 
productive efficiency of locomotive engineers and firemen employed 
on western railroads had not reached its maximum. A series of inter- 
views with railroad presidents, which were published in the Railway 
Age Gazette in its issue of April 10, 1914, was used to corroborate this 
contention. With one exception, they all stated that they believed 
there would be greater increases in the weight of freight train loads. 
The realization of this prospect, it was pointed out, would obviously 
mean more work and responsibilities for engineers and firemen and 
further increases in their productivity. 

(7) An analysis of the operating and financial performance of 43 
representative western railroads, considered as one system, during the 
period 1909 to 1913, showed that after the payment of all increases in 
costs of operation, and after allowing interest at 4 per cent per 
annum for expenditures for additional capital investment during 
the same period, there was a balance remaining to compensate the 
increased productive efficiency of locomotive engineers and firemen 
and other labor of $50,541,129. If 5 per cent be allowed to added 
capital investment during this period, including the additions made 
from income, it was claimed by the employees that there would still 
remain $34,629,574 available for the compensation of increased pro- 
ductive efficiency on the part of locomotive engineers and firemen 
and other labor. These gains, it was asserted, were now contained in 
the accumulated surplus and other assets of the railroads, and loco- 
motive engineers and firemen were entitled to a further participation 



476 RAILROAD LABOK ARBITRATIONS. 

in these gains because of their increased work, duties, and respon- 
sibilities. 

(8) Enginemen, it was argued further, had no control of operating 
or managerial efficiency and should not be expected to bear the 
burden of operating inefficiency or financial mismanagement. The 
determination as to the degree of participation in revenues to be 
accorded them should, it was asserted, be based on locomotive or train- 
mile costs and revenue gains. On this basis, locomotive engineers 
and firemen had an opportunity to demonstrate their increased work 
and productivity. By this standard it was at once evident from the 
testimony submitted, it was declared, that the labors and responsi- 
bilities of enginemen had increased, that their productivity, in terms 
of units of transportation, had rapidly advanced, and that their cost 
to the railroads in terms of units of transportation had declined, 
leaving large revenue gains available for increased compensation. 

As the next step in their argument the employees undertook to 
prove the financial ability of western railroads to pay increased 
wages to their locomotive engineers, firemen, and hostlers. A sum- 
mary of the testimony and argument on this point is set forth below: 

(1) In the first place, it was shown that the combined accumulated 
surplus of 43 leading western railroads, which were parties to the 
arbitration proceedings, amounted, on June 30, 1914, to $625,895,415. 

(2) The actual cash on hand or in bank reported by western rail- 
roads engaged in the arbitration proceedings amounted, on June 30, 
1914, to $208,278,196. 

(3) Thirteen independent railroads practically owned or controlled 
the other western railroads. These 13 proprietary companies on 
June 30, 1914, had an accumulated surplus of $440,812,500, and cash 
on hand amounting to $109,101,107. 

(4) Larger dividends were disbursed by western railroads in 1914 
than in 1913 or 1910. There were no dividend or interest curtail- 
ments by western railroads in 1914 the finances of which had been 
properly and conservatively managed in the past. 

(5) A number of railroads in the West in 1914, showed a deficit in 
current income after the payment of operating expenses and capital 
charges. Eliminating those railroads which have been weakened by 
financial mismanagement and those which were subsidiaries of pros- 
perous systems, it was shown that less than 1 per cent of the total 
mileage of western railroads engaged in the arbitration proceedings 
were operated in 1914 at a deficit, after the payment of fixed charges. 

(6) Fifty- three western railroads during the fiscal year 1913, the 
last year of which time was available to make the computation, 
earned 7.78 per cent on their total capital stock outstanding, whether 
it had been issued with or without consideration in property or 
earning values; 10 of the leading companies of the West, during the 
same year, earned 9.66 per cent on their total outstanding capital 
stock. 

' (7) Hidden assets of immense value, it was claimed, were in the 
possession of certain western railroads but did not appear on their 
books at their real value, such as the timber, oil and mineral lands 
of the Southern Pacific Co., which were estimated to have a market 
value of $700,000,000, and which were reported with a book value 
of only slightly more than $40,000,000: also the timber holdings of 
the Northern Pacific and Santa Fe Railroads, which were worth 



EAILEOAD LABOR ARBITRATIONS. 477 

between $50,000,000 and $100,000,000, but which were not reported 
among the assets of these companies. 

(8) So far as any western railroads find themselves in a weakened 
financial condition now as compared with past years, it was asserted 
that this condition could almost invariably be traced to the inevitable 
result of past mismanagement of their finances. No western railroad, 
that had been properly managed and operated, or that had been 
projected with true economic judgment and foresight, was insolvent 
during the past fiscal year. 

In conclusion, the employees contended that the depression in 
business and industry which had followed the outbreak of the 
European war would soon disappear and that the outlook for the 
future was very encouraging. The data advanced in support of this 
point were as follows: 

(1) There had been a favorable change in the attitude of the Fed- 
eral Government, State regulatory authorities, and of the public 
toward the question of increased freight and passenger rates as well 
as toward the entire railroad situation. 

(2) There had been a marked recovery from the crisis precipitated 
by the breaking out of the European war, as evidenced by the great 
expansion of the country's foreign trade which, in a large measure, 
was the underlying basis of prosperity. 

(3) A rapid improvement in business conditions in the United 
States in 1915 was predicted by men in close touch with the financial 
and industrial life of the country. 

(4) Statements put out by railroad officials, summarizing the results 
of operations since the close of the fiscal year 1914, indicated that 
western railroads were already feeling the effects of returning 
prosperity. 

(5) A resumption of industrial activity and the restoration of 

{)rosperity was indicated, it was claimed, by the expansion in the 
umber industry in the Southwest and in the Pacific Coast States; in 
the increased output of copper mines in Michigan, Arizona, ani 
Montana; in the resumption of cotton expprts on a large scale; and 
in the primary movement of gram to Chicago and other centers of 
distribution. 

(6) There had been a rapid and steady improvement in the invest- 
ment market. 

(7) The monthl} - reports of the western railroads as to earnings and 
traffic clearly indicated, it was asserted, a constant upward movement 
toward normal conditions. A few railroads showed higher revenues 
now than for the corresponding period last year; the others ranged 
from 3 to 10 per cent below normal as compared with the year before. 
Practically all indicated, however, a steady progress during the recent 
months in recovering from the depressed conditions of the late 
summer and autumn. 

ARGUMENT AND TESTIMONY OF THE RAILROADS. 

On the part of the railroads the issues made and the arguments 
presented are set forth briefly in the following paragraphs. 

The first point considered by the railroads was the general issues 
presented in the case. They contended that substantially all the 
proposals offered by the engineers and firemen were designed to 



478 RAILROAD LABOR ARBITRATIONS. 

bring about greater compensation, not merely through requested 
increases in the rates of pay, but through arbitrary payments in addi- 
tion to the miles of the trip or the hours on duty, as well as through 
changing the basis of computing so-called overtime; the demands, it 
was claimed, were coordinated in such a manner as to make cumu- 
lative the additions to compensation. The railroad companies con- 
ceded that the wage scale of engineers and firemen has been fixed by 
considerations which were peculiar to and inherent in the nature of 
their occupation, and that their line of work involved not only labor, 
but also care and responsibility, so that if and when the progress of 
the art of railroading brought about changes whereby there was 
imposed upon the engineers and firemen added labor or added respon- 
sibility any tangible increase in such burden should be reasonably 
reflected in their compensation. 

They stated that the employees having declined to submit to arbi- 
tration the question of eliminating from the schedule any rate or rule, 
no matter how inequitable or arbitrary, and having insisted that the 
starting point of the questions arbitrated must be the existing 
schedules on the several roads, it would seem apparent that the pre- 
liminary question to be answered by the arbitrators before any con- 
sideration of the detailed propositions could be given must be: What 
changes, if any, had been made in the labor or responsibilities of the 
engineers and firemen since the last concerted wage movement, con- 
cluded as to the firemen on June 4, 1910, and as to the engineers on 
December 24, 1910. This the railroads claim clearly stated the 
issues involved. 

As to the argument of increased work and productive efficiency, the 
railroads made denial of the claims set forth by the engineers and 
firemen and stated that the position of the employees as to this 
increase was not borne out or sustained even by their own witnesses. 
They declared that while an interesting problem in economics might 
conceivably be presented in a case wherein there was an increased 

Eroductivity within a certain period, brought about through the com- 
ined contributions of labor, capital, and managerial efficiency, and 
the proper allocation of their respective shares to capital, to man- 
agerial efficiency, and to the several classes of labor contributing to 
the general result was the issue in the present case, a discussion of any 
such problem seemed unnecessary in view of the fact that if the 
theory advanced by one of the employees' witnesses was sound and 
his formulas were left unquestioned that he had demonstrated himself 
that during the period since the last wage adjustments the combined 
efforts of capital, labor, and managerial efficiency had not brought 
about any increase in so-called " productive efficiency.'' Denial was 
also made concerning the unit of productivity of engineers and firemen, 
and the statement was advanced by the railroads that engineers and 
firemen had nothing to do with revenue. They were employed to run 
engines and produce engine miles, which were units of expense to the 
company and units of compensation to the engineers and firemen. 
Employees do not produce revenue miles or ton-miles, and as to the 
question whether their engines hauled a large or a small number of 
tons, or produced a large or a small amount of revenue, enginemen 
had no control and no opportunity to affect results. The number of 
tons of freight per loaded car, or the number of cars or tons per train, 
could, it was asserted, in no manner be affected by any duties per- 



EAILEOAD LABOR ARBITRATIONS. 479 

formed by the engineers or firemen. The railroads provided the 
equipment; traffic officials endeavored to provide traffic; operating 
officials brought about better car and train loading; and constant 
effort was made to reduce empty-car movement. All of these efforts 
aimed to bring about greater efficiency and economy, and to these 
endeavors the engineers and firemen could make no contribution. 
Their duties and responsibilities had no relation to whether cars were 
loaded or empty, whether revenue or nonrevenue; and obviously 
they could make no contribution to efficient car loading or train 
loading or to the revenue produced thereby. The railroads distinctly 
disclaimed that any logical reasoning could justify the measurement 
of " productive efficiency" of engineers and firemen either in terms of 
ton miles or revenue train miles. Nevertheless they asserted that it 
was clearly established by official information that in the period from 
1909 to 1913 there had been no substantial gain in " productive 
efficiency," even when arbitrarily measured in terms of "ton miles" 
and no gain whatever if measured in terms of " revenue train miles." 

The railroads next entered a denial to the argument that the labors 
or responsibilities of engineers and firemen had increased since 1910. 

Treating '"labor" and "responsibility" as two separate items, it was 
pointed out that the only claim of increased labor since 1910 had been 
made on behalf of the firemen. It was not claimed by any witness, 
according to the railroads, that the physical labor of engineers had 
been in any manner increased. As to the firemen, the reply of the 
railroads was that, generally speaking, it was true that larger engines 
burn more coal; but likewise generally speaking, while it was also true 
that such larger engines take higher rates of pay, it is also true that 
the differences in rates of pay between the larger and smaller engines 
was greater than the difference in the work on such engines, and 
therefore the firemen working on such larger engines received more 
pay per ton of coal handled than does the man on the smaller engine, 
and by virtue of the rates of pay being based on the size of engines 
the practical effect upon a fireman who transferred from a small to a 
large engine was not merely to increase absolutely his rate of pay, 
but also to make such rate higher per ton of coal shoveled. The 
employees, it was pointed out, had produced elaborate statistics to 
show that there had been an increase in the fuel consumed per loco- 
motive-mile. They also introduced statistics showing aggregate 
payments to firemen during similar periods. But inasmuch as 
larger locomotives generally take higher rates of pay than do the 
smaller ones, the railroads contended that the real question was: 
Does the installation of the larger power on these railroads cause 
firemen to shovel more coal for the same money, or does the installa- 
tion of such heavier power in fact reduce the amount of physical 
labor necessary to be exerted to earn a dollar ? 

Taking the period of comparison used by the employees concerned 
in this case, 1909 to 1913, it was found by the railroads that the aver- 
age coal consumed per 'locomotive mile increased from 150.09 pounds 
in 1909 to 163.91 pounds in 1913. The average compensation to 
firemen per locomotive mile on these roads was 3.195 cents in 1909 
and 3.698 cents in 1913. In other words, while the fuel consumed 
per locomotive mile showed an increase, the statistics compiled on the 
part of the employees showed also a more than proportionate increase 
in compensation per locomotive mile, so that for each mile run by 



480 RAILROAD LABOR ARBITRATIONS. 

firemen, the amount of coal handled by them for each dollar of com- 
pensation actually decreased 5.7 per cent. 

As to increased responsibilities; the answer of the railroads was that 
as in the case of the showing that larger engines burn more coal the 
weakness in probative value of the facts adduced was that no con- 
sideration was given to the fact that these larger engines were given 
a higher rate of pay, and no information, data, or statistics were pre- 
sented from which the board of arbitration could form any conclu- 
sion on the question whether these higher rates measured up to or 
even beyond the added responsibilities which were assumed by the 
engineer and fireman in handling the larger engines. 

From the data presented by the employees as to coal consumption, 
it was fairly demonstrable, the railroads contended, that on the larger 
engines the firemen shoveled less coal per dollar of compensation than 
on the smaller engines; but, it being admitted that an engineer and 
fireman who made a run on a light engine one day would, under 
present schedules, receive a higher rate of pay if they returned over 
the same division on a larger engine, the record was left without any 
proof whatever as to whether this higher rate on the return trip 
measured up to or even beyond any added responsibility which arose 
from the use of the heavier engine. Did proof that there are now in 
use more large engines than in 1910 prove anything, the railroads 
questioned, except that more engineers and firemen were now getting 
the higher rates established for the larger engines ? Granting, for 
the sake of argument, everything that had been suggested by the 
employees as to the added duties and responsibilities on the large 
engine, from what fact in evidence, or suggestion in argument, could 
this board of arbitration say whether the change from a $4.95 rate 
to a $5.45 rate, made contemporaneously with the change in duties 
and responsibilities, adequately compensated for the change in duties ? 

As to the claim advanced by the employees, that the earning 
capacity of engineers and firemen, even at the higher rates agreed 
upon in 1910, had declined, the position taken by the railroads was 
that the only way in which this proposition could be established 
would be by proving that engineers and firemen were unable to make 
as many miles as they did formerly. 

To meet the question squarely whether, in 1913, the railroads 
involved, treated as one operating system, kept the engineers and 
firemen longer on the road than in 1910, it was pointed out that 
railroads' Exhibit 10 was compiled, which made comparison between 
the operations of October, 1910, and October, 1913. 

This Exhibit 10 showed that in October, 1910, on the basis of 
number of trains operated, 76.26 per cent accomplished their run at 
a speed greater than 10 miles per hour, while in October, 1913, this 
percentage had increased to 77.09; on the basis of train mileage, in 
1910, 76.40 per cent accomplished their run at a speed greater than 
10 miles per hour, while in October, 1913, this percentage had in- 
creased to 77.76. In other words, facts and figures, it was claimed, 
proved precisely the reverse of the argument advanced by the em- 
ployees as one of the reasons for the proposed increase in rates. 

As to increased cost of living, the railroads asserted that it was 
very questionable whether in a concerted movement which asked 
an award applicable alike to the apprentice and to the engineer on 
an assigned run which pays over $3,000 a year, the cost of living could 



RAILROAD LABOR ARBITRATIONS. 481 

be made relevant or applicable to the issues. There was no issue 
here of a living wage. What persuasive value was the cost of food in 
determining whether there should be a change in the wage scales of 
the numerous engineers shown in railroads' Exhibit 41 as earning 
above $2,200 per year and as high as $3,725.20, or of the large number 
of firemen shown in railroad's Exhibit 42 as earning more than 
$1,300 per year and as high as $2,061.63? Take the case of the 
fireman who formerly fired an engine which took a $3.10 rate, and 
who then fired a larger engine which took a $3.75 rate. His earnings 
had increased more than the cost of living and the cost of living 
argument had relevancy only on the question of earnings. If any 
consideration could be given in this movement to the question of 
increased cost of living, it would seem that if, on the one hand, there 
was to be considered the increased cost applicable to the class as a 
whole, there must be considered as against this the increased earnings 
applicable to the class as a whole. Railroads' Exhibit 20 showed, it 
was claimed, that the installation of the heavier power, and therefore, 
the making more generally applicable the higher rates of pay, had 
been progressive throughout the period since the last award, and, as 
demonstrated by railroads' Exhibit 10, the installation of the larger 
engines meant the installation of a higher rate of pay earned on an 
average in the territory as a whole in just as few a number of hours. 

Objections to article 1 proposed by the employees as to the basis of 
a day's work and overtime in road service were made as follows : 

Paragraphs 1 and 3 of this article created, it was pointed out, an 
absolute 5-hour day in passenger service, and provided for payment 
of overtime on a speed basis actuallv in excess of the scheduled speed 
of several hundred passenger trains in western territory. Railroads' 
Exhibit 1, page 5, showed that the rule generally in effect in western 
territory provides that 100 miles or less, 10 hours or less, constituted 
a day's work in all classes of passenger service, and that mileage in 
excess of 100 miles, or hours in excess of 10, were paid for pro rata; 
46.33 per cent of the mileage represented provided for a day of 10 
hours or less, 100 miles or less; and 42.69 per cent, or the mileage 
represented, simply provided 100 miles or less constituted a day's 
work. Pages 48 and 49 of railroads' Exhibit 1 showed that 68.3 
per cent of the mileage in western territory paid overtime at the 
rate of 10 miles per hour; that 12.7 per cent allowed a flat rate per 
hour for overtime ; and that 97 per cent allowed less than 20 miles per 
hour as overtime in passenger service. There seemed to be no 
schedule that had a rule identical with the one proposed. Attention 
was called to the award in the eastern engineers' case which fixed 
the minimum passenger rate for engineers at $4.25 for 100 miles or 
less, miles made in 'excess of 100 pro rata and for overtime in through 
passenger service to be computed on the basis of 20 miles per hour, 
and also to the fact that neither in the award nor in the interpretation 
afterwards made of it is there any " 5-hour day." Also to the award 
in the eastern firemen's case which provided for a 5-hour day in pas- 
senger service other than turn around and suburban service, and which 
established a flat rate of 30 cents per hour for overtime in all pas- 
senger service. It should also be borne in mind, the railroads stated, 
that there existed on the 139,411 miles of railroad represented in this 
movement far greater diversity of operating conditions than is found 
on the 66,876 miles involved in the eastern engineers' arbitration, 
51393°— S. Doc. 493, 64-1 31 



482 RAILROAD LABOR ARBITRATIONS. 

wherein the award above cited fixed a speed basis of 20 miles per 
hour and gave only a spread of 12 hours in turn-around service. The 
speed depends of course upon the topography of the country as well 
as upon the character of roadbed and equipment, and from exhibits 
introduced both by the railroads and by the employees it is shown that 
the rule adopted in eastern territory would require several hundred 
passenger trains in the vast western territory to be on, overtime basis, 
although encountering no delays en route and making the time at 
which scheduled between terminals. So, also, in this great western 
territory a rule of universal application to short turn-around runs 
must necessarily be more elastic than in the smaller eastern territory 
where turn-around runs can be arranged to meet conditions which 
do not obtain in western territory. Table 3 of railroads' Exhibit 16 
showed that the population per mile of line in eastern territory is 
662.1, as against 243.2 in western territory. Railroads' Exhibit 3, 
sheet 2, showed further that if paragraphs 1 and 3 had been in effect 
during the month in which this proposal was made, such provisions 
would have required additional payment to the engineers and firemen 
for a single month in the sum of $75,298.85, or over $800,000 per year. 

Paragraph 4 seeks to establish in lieu of the principle of paying pro 
rata for hours over 10, the principle of premium or punitive payments, 
which had always been considered both impracticable and inequitable 
in transportation service. Attention was called to the arbitration 
under the Newlands Act between the eastern railroads and the Order 
of Railway Conductors and the Brotherhood of Railroad Trainmen, 
wherein a proposal similar to the one here made was denied. Atten- 
tion was also invited to the testimony of Messrs. Keefe, Higgins, and 
Trenholm, wherein they testified to the impracticability as well as the 
inequity of the proposed punitive rule, and gave as their judgment as 
practical operating men that the tendency of any such rule would be 
demoralizing, because of furnishing conflicting incentives to operating 
officials and to men upon the road, whereas under present conditions 
they had the same incentive — to accomplish the run as speedily as 
possible. 

As to the requests for increased rates of pay, the railroads stated 
that the great majority of schedules in western territory classified 
engines on the basis of size of cylinders. By the award in the firemen's 
case of June 4, 1910, a uniform rate was fixed for " simple engines 
having a cylinder 24 inches or over in diameter and on compound 
engines weighing 215,000 pounds or more on drivers"; and by the 
agreement with the engineers, dated December 24, 1910, a uniform in- 
crease was provided for " engineers in through freight or passenger 
service on engines (other than Mallet type) weighing 215,000 pounds 
and over on drivers." In western territory, therefore, the only 
uniform " weight on driver" basis in schedules of both engineers and 
firemen pertained to engines weighing more than 215,000 pounds on 
drivers. Below that weight classifications were both on a cylinder 
and weight on driver basis, depending upon the manner in which indi- 
vidual schedules had been built up. 

It had been established by the testimony, it was claimed, that 
there was a fairly well-fixed ratio between tractive effort and size of 
cylinders, and inasmuch as size of cylinder was one of the important 
factors in determining what a locomotive would do, the size of cylinder 
was a more satisfactory basis than weight on drivers, inasmuch as 



RAILROAD LABOR ARBITRATIONS. 483 

there was never any difficulty in ascertaining exactly the diameter of 
the cylinder. 

The railroads objected to the paragraph relating to pusher, helper, 
and mine runs, on the ground that it sought to throw into a single 
group different classes of service which varied to fit conditions peculiar 
to individual roads. Rates appearing in the various schedules had 
been adjusted, it was stated, to measure up to the varying service 
performed under diverse conditions in different localities, and no 
reason was offered by any witness on behalf of the employees in sup- 
port of the claim that all other unclassified service should be computed 
on the through freight rates. 

Concerning the proposal for higher rates of pay on divisions where 
the grade was 1.8 per cent, the railroads stated that the evident in- 
tent and purpose of the proposal furnished ample reason why it should 
be refused; and, aside from the absurdity of this pyramiding one 
differential upon another, the testimony developed that in Illinois and 
Missouri as well as at numerous places in supposedly prairie territory 
there were grades of more than 1.8 per cent. Also that it was proven 
by the testimony that all freight trains coming from western territory 
going east to St. Paul passed over a grade of 1.8 per cent or greater. 

Concerning the proposal for increase in rates on locomotives in 
narrow gauge service, the railroads stated that the only narrow gauge 
service described by any witness on behalf of the employees was that 
on the Denver & Rio Grande between Salida and Gunnison and 
Salida and Alamosa. Testimony showed that the tonnage in this 
service had increased from 35 to 60 tons in the last year, although the 
size of the power had been the same since 1903, and the witness 
giving this testimony stated that rates of pay on narrow gauge engines 
were increased from $2.78 to $3.05 in freight and $2.71 to $2.95 in 
passenger service on April 1, 1912. 

As to the proposal regarding electric locomotives, electric either 
multiple unit or single, gasoline or other service, the railroads asserted 
that the only electric service in western territory described by any 
witness on behalf of the employees was that in the Great Northern 
tunnel at Tye. In this service an employee witness testified that he 
earned about $1,900 a year as motorman, although his earnings had 
been as high as $220 per month. There was not a syllable of evidence 
in the record, it was claimed, which had any tendency to show that 
rates now paid in the electric service, as it exists, were not full, fair, and 
adequate, and the real purpose of the proposal was to have established 
for all time in a service which was still in an experimental stage the 
proposition that " steam rules, hours of service, and mileage will 
apply." 

The position of the railroads was that it was only proper and right 
for a road that has engineers and firemen, when they changed to 
some other motive power than steam, to give its engineers and firemen 
the opportunity to handle the new style of power, but that in as much 
as the duties are not as hazardous or exacting and the responsibilities 
could be no greater, the question of rules and rates suitable to the 
service should be left open so as to make such rules and rates fit the 
changed character of service which came about with the change in 
motive power. 

As to the proposal of the employees relative to local and way 
freight service, the railroads stated their position had always been 



484 RAILROAD LABOR ARBITRATIONS. 

that local or way freight trains differed so widely in make-up and 
character of service that it was impracticable to make a definition 
applicable to all localities in a territory so vast as the one involved 
in the arbitration proceedings. 

As to the proposal for mixed trains, the railroads contended that 
this article proposed to give to mixed trains a rate 10 per cent higher 
than through freight trains. Railroads' Exhibit 1 (p. 116) showed, 
it was stated, that to cover this mixed train service schedules of the 
various roads contained provisions applicable to the peculiar service 
on different lines or even on different parts of the same line. These 
varying provisions were manifestly adapted to meet the varying 
character of the service performed on the different railroads and on 
different branches of the game system, and it was worthy of note 
that no witness was introduced on behalf of the employees to testify 
that in any kind of mixed service the rates of pay provided in existing 
schedules was not adequate or to offer any suggestion why any such 
mixed service should be put upon a uniform basis whereby it would 
bear a fixed percentage relationship to the rates in through freight 
service. 

As to the proposal for 10 per cent differential the railroads stated 
that the second paragraph of article 3 sought to change the differen- 
tial established for both engineers and firemen in 1910; and this 
notwithstanding the fact that the differential existing in western 
territory was the same as the differential established in the eastern 
engineers' award and higher than the differential established in the 
western firemen's award made April 23, 1913. 

The objections made by the railroads to the proposal for rates of 
pay in switching service were as follows: »i 

(1) Railroads' Exhibit 1 (p. 188) showed that practically all the 
roads in western territory were paying a minimum rate of $4.25 in 
first-class yards, and that the rate thus paid was higher than in the 
East, where a minimum rate of $4.10 was awarded. 

(2) The award of April 23, 1913, in the eastern firemen's case fixed 
a rate of $2.50 on locomotives weighing less than 140,000 pounds on 
drivers and $2.60 on engines weighing 140,000 pounds or more on 
drivers. 

Concerning the request for a time and a half for overtime in yard 
service the railroads called attention to the fact that the board of 
arbitration in the eastern trainmen's case specifically passed upon 
yard service, and asked that this decision be applied in this case. 
Attention was also called to the fact that on the New York, New 
Haven & Hartford that the daily rate in 8-hour yards was $3.50 for 
engineers and $2 for firemen, while the same road pays in 10-hour 
yards to engineers $4.10 and to firemen $2.50. 

Concerning the proposal that when road engines were used in yard 
service road rates should apply, the railroads claimed that no practical 
reason had been advanced why a road engine used in switching 
service should receive higher rates of pay than any other engine 
used in the same service. 

As to the requests for preparatory time and for terminal delay, 
the railroads treated these as interrelated subjects. Requests for 
preparatory time, it was stated, as well as initial and final terminal 
delay were contained in the propositions submitted to the board 
which decided the eastern engineers' controversy on November 2, 



RAILROAD LABOR ARBITRATIONS. 485 

1912, and were also contained in the propositions decided by the arbi- 
tration board in the eastern firemen's case on April 23, 1913, and the 
award of the board in the engineers' case negatived this proposition 
when they decided that "In all classes of road service an engineer's 
time will commence at the time he is required to report for duty and 
will conclude at the time the engine is placed on the designated track 
or relieved by hostler at terminal," and on the question of initial 
terminal delay that board held " Compensation for initial terminal 
delay is not allowed beyond that involved in the rule that pay shall 
begin in all cases at the time an engineer is required to report for 
duty," and on " final terminal delay" the board held "For freight 
service final terminal delay shall be computed from the time the 
engine reaches designated main track switch connection with the 
yard track. For passenger service, final terminal delay shall be 
computed from time train reaches terminal station." The board 
held further "Final terminal delay after the lapse of 1 hour will 
be paid for at the end of the trip at the overtime rate according to 
class of engine on the minute basis." The decision in the firemen's 
case referred to was along the same lines as that quoted in the 
engineers' case. 

Objections by the railroads to the proposal for "automatic release 
and tie-up" were made on the ground that the principle of engineers 
and firemen being released each time they arrived at terminal or end 
of run, regardless of miles run or service performed, was susceptible 
of requiring payments of two, three, or more 100-mile allowances for 
a continuous service, even though such service might be less than 
100 miles in the aggregate. The application of this proposal to runs 
regularly fixed under present schedules would lead, it was claimed, 
to such absurd conclusions that the employees could not seriously 
insist in argument upon any such rule. 

As to the proposal under article 7 for continuous time, the railroads' 
objections to this were that tie-ups between terminals were rare and 
exceptional in present railroad operation. Ordinarily they were due 
to occurrences which the company can not foresee and provide 
against, and in all cases serve to interrupt the traffic and to make the 
equipment idle and unproductive. While certain employees testi- 
fied to occasional long hours on the road, yet when the whole picture 
is presented, employees' Exhibit 41 showed that the cases of con- 
tinuous service in excess of 16 hours brings an average of but one 
such occurrence per man over an 18-month period, and railroads' 
Exhibit 12 showed that in the year ending December 31, 1913, only 
six-tenths of 1 per cent of the trains run were tied up between termi- 
nals on account of the 16-hour law. It was therefore not deemed 
necessary that such proposal should be awarded by the board. 

Objections made on the part of the railroads to the proposal in 
article 8, "held away from home terminals," were: 

(1) The testimony of the employees themselves did not warrant 
the granting of this request. 

(2) That the only cases in which any legitimate ground for com- 
plaint could arise concerning length of time away from home terminal 
was in pool or unassigned freight service. 

Inasmuch as the only rule established on this subject in western 
territory in an arbitration proceeding provided for payment at the 
end of the first 30 hours and for each 24 hours thereafter, and inas- 



486 RAILROAD LABOR ARBITRATIONS. 

much as the rule thus awarded by arbitration was in effect as to its 
trainmen on one of the roads parties to this proceeding, it was claimed 
that in no event should a rule on this subject be considered by the 
board which laid down for the whole territory a rule any more rigid 
and elastic than the one awarded in the recent Burlington arbitration 
case. 

As to the proposal contained in article 9 for deadheading, the rail- 
roads stated that practically every railroad involved in this pro- 
ceeding now specifically covered the matter of deadhead service and 
deadhead pay by schedule provision, and this substantially was all 
that was proved on behalf of the employees in this proceeding. The 
only employees' witnesses who testified on the subject of dead- 
heading simply pointed out the provisions of various schedules and 
said nothing as to any changes in labors, responsibility, or nature or 
character of this service as compared with the time when present 
schedules were agreed upon. Because of the proposal being inher- 
ently unreasonable, and because no testimony had been offered to 
show either changed conditions or any inadequacy of compensation 
under existing rules, the railroads claimed that the board, should 
give it no consideration. 

Objection to article 10, relating to hostlers, was made by the rail- 
roads because it sought to take from operating officials all discretion 
as to the points at which hostlers should be maintained, and to fix a 
rigid rule which made no allowance for peculiarities of particular 
roads. Paragraphs 2 and 3 sought to take from operating officials 
all right to make selection of the employees from whose ranks hostlers 
might be recruited, and gave to enginemen general jurisdiction over 
hostlers as a class. The conditions under which hostlers were 
employed and the service they were required to perform were not 
the same at all points in the territory or at all points on the same 
line. The duties, labors, and ; responsibilities varied at different 
points, and this subject should be treated, as it always had been in 
the past, as one which was wholly regulated and to be determined 
by each line according to its particular requirements. 

As to rates of pay, hours, overtime, and meals for hostlers, the rail- 
roads stated it was pertinent to point out that the ultimate result of 
the adoption of the employees' proposal would be, after having stated 
where hostlers were to be maintained and from what preferred class 
of employees they were to be taken, to change the basis of pay on a 
number of roads from a monthly basis of 12 hours per day to a 
basis of a per diem wage, with a minimum of 10 hours and overtime 
thereafter at the rate of time and one-half. 

In the eastern firemen's case the board, it was pointed out, was not 
asked to lay down any rule as to points at which hostlers should be 
maintained or to prescribe specifically that hostlers' positions should 
be filled from the ranks of firemen. The board was not asked to fix 
a meal-hour limitation for hostlers, and but 6.5 per cent of the mileage 
had meal-hour provision for this class in their schedules. They were, 
however, asked to accept a definition proposed by the firemen's 
organization for the term " hostlers, " but no such definition was made, 
and the award simply fixed the rates of pay. 

As to the proposal made in article 11 for ''surprise tests" being 
abolished, the railroads stated that, in view of all the talk concerning 
endangering of life and limb by surprise tests, it was rather startling, 



EAILROAD LABOR ARBITRATIONS. 487 

upon analysis of the 7,300-page record, to discover that only two 
witnesses were placed upon the stand to testify concerning their 
personal experiences with any so-called surprise tests. 

As to the proposal in article 12 for assistance for firemen, the rail- 
roads stated that they had shown that practically all of the schedules in 
western territory already provided that coal should be broken to proper 
size before being placed on tenders, and that only 8.7 per cent of the 
mileage in eastern territory and but 9.1 per cent of the mileage in 
southeastern territory had such a provision. Manifestly, runs which 
were peculiarly burdensome for the fireman should be left to the indi- 
vidual roads and their men for adjustment in such manner as would 
fairly meet the peculiar conditions of such line. 

The position of the railroads on the proposal contained in article 
13 for two firemen was that in order that they might have accurate 
information as to the amount of physical labor required of firemen on 
the heaviest engines in use on the different roads the railroads caused 
a number of observations to be made on engines of the heavier type 
to ascertain whether on the engines on which two firemen were 
requested the physical labor required of the fireman was beyond the 
ability of a single man. The railroads' Exhibit 35, a tabulation of 
these observations, showed that on the average about 23 per cent of 
the fireman's time was taken up in actually shoveling coal on these 
heavier engines. The testimony proved, it was claimed, that on these 
locomotives where they were asking for two firemen the work was 
not now beyond the capacity of one man. 

On the proposal contained in article 14 for cleaning of locomotives 
the railroads stated that no witness was called on behalf of the em- 
ployees who testified as to any practice on any western railroad where 
either the engineer or fireman was called upon to clean engines. 
Engineers and firemen had been relieved of practically all duties with 
reference to engines, and there was some short runs and small engines 
where the engineer and fireman received a day's pay for possibly 
three hours work, and that under these conditions it did not seem, 
it was stated, unreasonable for the railroads to ask the engineer and 
fireman to perform this work, thereby contributing in part to make 
up the day for which they were paid under the schedules. 

As to the proposal contained in article 15 for official record of 
weights on drivers, the railroads stated that there was no secrecy as to 
the record of all engines and no objection to furnishing the men this 
information. 

As to the request contained in article 16, that of throwing switches 
and flagging, the railroads claimed that the only part of this proposal 
concerning which the employees offered any testimony was in connec- 
tion with the throwing of switches. Three of their employees testified 
on this subject, and it did not seem, it was stated, that this testimony 
could hardly justify an award covering this entire territory, espe- 
cially when there had been no effort to contradict the figures shown 
in railroads' Exhibit 3, sheet 2, that this request in a single month, it 
was claimed, would place an added burden on the railroads of 
$80,381.98, which burden would fall largely on the railroads which 
had helper service in which the pay was shown by pay-roll figures 
to be extremely high. Attention was directed to the position taken 
by the firemen in the eastern arbitration in which the brief on their 
behalf stated as one of the reasons for the rates requested in pusher 



488 RAILROAD TABOR ARBITRATION'S. 

and helper service that the pusher and helper fireman was required 
to perform also the duties of flagman or brakeman, there being no 
conductor, flagman, or brakeman with a helper or pusher locomotive. 

In the general summary of their case the representatives of the rail- 
roads stated that the information assembled in railroads' Exhibits 26, 
27, and 28, being a transcript of the pay rolls for the month in which 
the demands of the employees were presented (October, 1913), showed 
that the earnings of engineers and firemen were adequate. To meet 
the possible claim that the earnings for a single busy month were not 
fairly representative of the yearly earnings of the men in different 
classes of service, there was presented by the railroads the actual 
pay-roll earnings covering the entire year ending June 30, 1914, of 
certain men in each class of service on each seniority district of the 
railroad involved in the movement. These pay-roll figures were 
presented as railroads' Exhibits 41 and 42. 

Compared with eastern engineers and firemen it was contended 
that western rates and rules for engineers and firemen worked out 
larger compensation to the men than the rates and rules which were 
established by separate arbitrations in the East. The western roads 
were paying the higher wage, it was claimed, notwithstanding the 
fact that the average trainload in eastern territory was 40 per cent 
greater than in western territory, and notwithstanding the claim 
advanced by the men that wages should be higher when trainloads 
are heavier. 

It must be conceded, therefore, it was argued, that comparison 
with rates, rules, and working conditions of engineers and firemen 
in the East can furnish no justification for creating a still wider 
spread between the East and the West than the one as now shown 
to exist between the Wabash, which pays western rates, and its 

Parallel and competing lines — the Grand Trunk, Michigan Central, 
<ake Shore, Erie, Nickle Plate, Pennsylvania, Baltimore & Ohio, 
Big Four, Vandalia, Clover Leaf, and Pere Marquette — which pay 
eastern rates. 

Applying the increases in pay requested to the operations for 
October, 1913, the effect of these proposals, the railroads asserted, 
was to change the engineers and firemen's pay rolls from $7,214,320.93 
to $10,890,282.81. By giving to this month's operations only the 
importance which that month's pay roll bore to the pay roll for the 
entire year a reasonably accurate estimate of the increased expense, 
it was pointed out, could be made for the year. By the adoption of 
this method, it was shown by railroads' Exhibit 3 that the actual 
pay roll of engineers and firemen for the fiscal year 1914 was $75,- 
713,447.20, and one year's operation under these proposals would 
mean an added burden to the railroads of $40,886,708.57. 

THE AWARD OF THE BOARD COMPARED WITH THE REQUESTS OF THE 

EMPLOYEES. 

In the following pages a comparative statement has been prepared 
to show the difference between the rates of pay and working condi- 
tions requested by the employees which were made the basis of the 
arbitration agreement, and the rates of pay and working conditions 
authorized by the arbitration board. This comparison is made pos- 
sible by printing in parallel columns a digest of the requests of the 
employees and the award of the board. 



RAILROAD LABOR ARBITRATIONS. 



489 



Engineers' and Firemen's Western Arbitration of 1914-15 — Comparative 
Digest op the Award op the Board and the Requests of Employees. 



requests of employees. award of the arbitration board. 

Article I. — Basis of a Day's Work. 



Passenger sendee: One hundred miles 
or less, 5 hours or less, to constitute a day; 
excess mileage, pro rata. 

All other service, except switching: 
One hundred miles or less, 10 hours or 
less, to constitute a day's work; excess 
mileage, pro rata; 10 miles equal to 1 
hour, or vice versa. 



Passenger service: The minimum day's 
rate of pay shall be $4.30 for engineers 
and $2.50 for firemen. 

One hundred miles or less, 6 hours 40 
minutes or less, shall constitute a day's 
work unless otherwise specified. 

Overtime in excess of 100 mileSj pro 
rata. 



overtime in road service. 



Passenger: Overtime to be computed 
on a basis of 20 miles an hour, at rate of 
class of engine used. 

All other: Overtime in all other classes 
of service, except passenger and switch- 
ing, will be computed on basis of 10 miles 
an hour, and paid for at rate of 15 miles 
per hour, according to class of engine 
used. All overtime will be computed 
on a minute basis. 



On short turn-around runs, no single 
trip of which exceeds 80 miles, including 
suburban service, overtime shall be paid 
for time on duty exceeding 8 hours within 
consecutive hours, and also in excess of 
12 hours computed consecutively from 
time required to report for duty until 
final release. Time to be counted as 
continuous service except in cases where 
release from duty exceeds 1 hour. 

All other passenger overtime to be com- 
puted at 15 miles per hour; and sepa- 
rately for each part of a round trip run. 

Passenger overtime to be paid for on a 
minute basis at the following rates: En- 
gineers, 75 cents per hour; firemen, 45 
cents per hour. 

This award does not displace any ex- 
isting arrangement as to overtime if 
employee wishes to retain his old basis 
of employment. 

Freight service: Minimum day's rate 
given in detail later under Article II. 

Basis of a day's work, 100 miles or less, 
10 hours or less. 

Overtime to be computed on a basis of 
10 miles an hour and paid pro rata on a 
minute basis. 

General: Engineers and firemen re- 
quired to do different classes of road serv- 
ice on a single trip will be paid on a 
basis of time or miles in each class of serv- 
ice, but not less than a minimum day's 
pay for the highest class of service per- 
formed. 

When engines of different weights on 
drivers are used on a single trip the high- 
est rate paid on an engine used will be 
the rate paid. 



Article II. 



Rates for steam locomotives proposed 
in passenger service and in freight serv- 
ice, except switching, according to 
weights on drivers. Special rates on 
Mallet types. 



Lower rates allowed. 



490 



RAILROAD LABOR ARBITRATIONS. 



REQUESTS OF EMPLOYEES. 

Pusher, helper, mine runs, work, 
wreck, and all other unclassified service, 
through freight rate according to class of 
engine. 



On divisions where grade is 1.8 per 
cent or over, 10 per cent over valley 
rates requested. 

On narrow gauge railroads an increase 
of 5 per cent over rates in effect is re- 
quested. 

Wherever electric, multiple unit, or 
gasoline is substituted for steam, engi- 
neers and firemen shall have the right to 
the positions of motormen and helper 
(this term means second man employed 
on locomotive). Seniority rights be- 
tween these services and steam to be 
interchangeable. Steam rules, hours, 
and conditions of service to be inter- 
changeable. 



AWARD OF THE ARBITRATION BOARD. 

Allowed as originally requested, except 
belt line and transfer service. Board 
held that conditions were so variable in 
the West in belt line and transfer service 
that it could not reach any decision and 
referred the matter back to roads and 
men with the recommendation that they 
adjust it. 

Not allowed. Existing differentials 
retained. 

Request declined. 



On installing electric service, or on 
roads where it is now in effect, engineers 
and firemen given preference for posi- 
tions so long as it does not interfere with 
men already holding positions prior to 
the arbitration. 

Minimum day's rates in steam service 
awarded to those in electric service. 

Board stated that in view of the fact 
that the electric service was in a state of 
development and there was no uni- 
formity in practice it could not establish 
a system of rates and working conditions. 



Article III. — Local or Way Freight Service. 



Engineers and firemen to be paid 10 per 
cent increase over through freight rates. 

Through or irregular freight trains doing 
switching or other local services to be paid 
for same at overtime rates in addition to 
their regular mileage . 



A mimimum of 30 cents per 100 miles 
to be added to through or irregular freight 
rates for local rates according to class of 
engine. Overtime or excess miles pro 
rata. 



Article IV. — Switching Service. 



Minimum rates of pay requested ac- 
cording to class of engine : 





Engi- 
neers. 


Fire- 
men. 


Less than 140,000 pounds 


$4.75 
5.00 
6.00 


$3.10 




3.25 




4.00 







Engineers and firemen who are required 
to report for work other than between 
6 a. m. and 8 a. m. to be paid 2 cents ad- 
ditional per hour. 

Ten hours or less to constitute a day's 
work. Overtime at the rate of time and 
a half, computed on minute basis. 

Engineers and firemen not to be re- 
quired to work longer than 6 consecutive 
hours without an allowance of 30 minutes 
for meals. 



Less than 140,000 pounds 
140,000 pounds or over. . . 
Mallets: 

275,000 pounds or less 
Over 275,000 pounds. 




Fire- 



$2.70 
2.75 



4.00 
4.00 



Engineers and firemen shall be allowed 
one hour for meals between 11.30 a. m. 
and lp.m., and between 11.30 p. m. and 
la.m., but if required to work the meal 
hour or any part thereof they will be paid 
for the hour in addition to the minimum 
day, and be allowed 30 minutes under 
pay for meals. 

Allowed. 



Existing rates of pay that are higher 
than the above minima are hereby 
awarded. 



RAILROAD LABOR ARBITRATIONS. 



491 



REQUESTS OF EMPLOYEES. AWARD OF THE ARBITRATION BOARD. 

Article V. — Preparatory Time. 



Thirty minutes preparatory time in all 
classes of service to be allowed in addi- 
tion to all other time or mileage on trip, 
at pro rata rate, according to ch-ss of en- 
gine and service; on roads where more 
than 30 minutes are requiredto report for 
duty before leaving roundhouse they 
will be given 1 hour's preparatory time 
pay, and where more than an hour is re- 
quired before leaving, actual time will be 
allowed. Preparatory time is time engi- 
neers and firemen are required to be on 
their locomotive prior to time required 
to leave roundhouse or other point. 



In all classes of service an engineer's or 
fireman's time will commence at the time 
he is required to report for duty, and end 
when locomotive is placed on designated 
track or delivered to hostler at terminal. 



Article VI. — Terminal Delay. 



Payment shall be made for all initial 
and terminal delay on a minute basis, ac- 
cording to class of service and engine. _ 

Method of computing initial and termi- 
nal delay denned carefully. 



Initial terminal delay denied except 
for the rule that time should be paid from 
time required to report for duty. 

Final terminal delay to be paid after a 
lapse of 30 minutes for full delay, accord- 
ing to overtime rate for class of service and 
locomotive. If road overtime has already 
begun, to apply to time of final release. 

Methods described of computing termi- 
nal delay. 



AplTICle VII. — Automatic Release and Tie-Up. 



At the end of a run, engineer and fire- 
men are automatically released; when 
used again, they begin a new day. 

Continuous time to be paid between 
terminals; no deductions for tie-ups. 



Denied. 



Continuous time to be paid to point of 
tie-up. After that payments to be made 
on basis of 50 miles and 5-hour periods. 



Article VIII. — Held Away from Home Terminal. 



To be paid continuous time for all time 
held away from home terminal after the 
expiration of 15 hours from time relieved 
from duty, at the rate per hour for last 
service performed. 



In pool freight and unassigned service, 
continuous time to be paid when held 
away from home terminal after the expi- 
ration of 22 hours, from time last relieved 
from duty, at rate per hour for last service 
performed. If held 14 hours after the ex- 
piration of the first 32 hours, continuous 
time will be paid for the next 10 hours, 
and similarly for each succeeding 24 
hours Should an engineer or fireman be 
called for duty his time will be computed 
continuously. 



Article IX. 



When deadheading on company's busi- 
ness, engineers and firemen will be paid 
the same rates as the crew of the engine of 
the train on which they are deadheading. 



Specific rates per mile awarded for 
deadheading on company's business; no 
deadheading pay allowed while dead- 
heading on seniority rights — provided 
that a minimum day will be paid at the 
rates specified within 24 hours from the 
time called to deadhead. 



492 



RAILROAD LABOR ARBITRATIONS. 



REQUESTS OF EMPLOYEES. AWARD OP THE ARBITRATION BOARD. 

Article X. — Hostlers. 



Hostlers to be maintained at points 
where an average of 6 or more locomotives 
are handled within 12 hours. 

Hostling positions to be filled by fire- 
men; pay to be |3.35 per day of 10 hours 
or less. Hostlers required to make main- 
line movements to be paid $4.75. When 
main-line hostlers are paid same rate as 
switching engineers, vacancies shall be 
filled by engineers. 

One hour to be allowed for meals be- 
tween 11.30 and 1.30, day or night. 
Hostlers shall be allowed " 1 hour for 
meals in any event, after 5 hours service. 
When this hour is not granted pay will 
be given. No hostlers to remain on duty 
longer than 6 hours without an hour for a 
meal. 

Article XL— 

Certain surprise tests to be eliminated. 



Minimum day for hostlers will be $4.20 
per day of 12 hours or less; overtime pro 
rata. Engineers and firemen to have 
preference for positions of hostlers. 

All roundhouse employees, except those 
who have a knowledge of road conditions, 
who spend 25 per cent of their time in 
handling engines will receive $3 per day 
of 12 hours or less. 

Where firemen's organization have 
negotiated schedules for hostlers, rights 
contained in schedules shall not be 
superseded by this award. 



Surprise Tests. 

Surprise or efficiency tests shall not 
be conducted under conditions hazardous 
to employees. 



Article XII. — Assistance for Firemen. 



Coal of proper size to be placed on Awarded 
tenders. 

Coal shall be kept where it can be 
reached by the fireman from deck of 
locomotive. 



Coal to be shoveled forward at specified 
points, or by man riding on the locomo- 
tive for that purpose, so that it can be 
reached by firemen from deck of locomo- 
tive, committees of the men to take up 
and determine this matter with officiala 
of the roads. 



Article XIII.— Two Firemen. 



On coal-burning locomotives 185,000 
pounds or over on drivers, when used in 
freight service, two firemen will be em- 
ployed. 



When a second fireman is deemed 
necessary on freight locomotives weighing 
200,000 pounds or over on drivers, the 
matter is to be taken up with the officials 
of a road. Failing to reach an agreement, 
it is to be adjusted by a commission of 
5 members. 

When two firemen are so employed 
they shall each be paid the rate of the 
engine of the group below. (Art. II.) 



Article XIV. — Miscellaneous. 

Firemen to be relieved of the cleaning Awarded, 
of locomotives on all roads. 

Firemen and engineers shall be re- Awarded, 
lieved from setting up wedges, etc., 
where competent roundhouse force or en- 
gine watchman is employed. 

Engine crews shall not be required to Awarded, 
place on or remove tools, etc., where com- 
petent roundhouse force or engine watch- 
men are employed. 



RAILROAD LABOR ARBITRATIONS. 493 

REQUESTS OF EMPLOYEES. AWARD OF THE ARBITRATION BOARD. 

Article XV. — Records of Weights on Drivers. 

Railroads to post at terminals weights Awarded, 
on drivers of locomotives in its service. 

Article XVI. 

Engineers or firemen will not be re- Owing to complexities of services on 
quired to throw switches, flag through different roads board found itself un- 
blocks, or fill water cars. able to formulate a general rule on this 

topic. 

General Regulations. 

"Saving clause" awarded. Engineers 
or firemen denied the right to select one 
rule from the award or rate and couple it 
with an old rule or rate. 

MEMORANDUM FILED BY CHAIRMAN PRITCHARD. 

Chairman Pritchard, in an explanatory statement, said that 
freight rates and yard rates for engineers and firemen, awarded by 
the board, not so high as they should be; conceived it his duty to 
sign the award, however, so that the men might secure the other 
substantial benefits which the award gave. 

STATEMENT BY RAILROAD ARBITRATORS, MESSRS. PARK AND BYRAM. 

The agreement under which the arbitration took place was lop- 
sided and permitted of standardization upward only. It could not,' 
therefore, be called real standardization of dissimilar rules and 
conditions. 

As a consequence they signed the award in order that there might 
be an award and in order to sanction arbitration as a method of 
settling industrial disputes. 

STATEMENT OF EMPLOYEES' ARBITRATORS, MESSRS. SHEA AND BURGESS. 

(1) Increase in cost of living and changes in methods of train 
operation since 1910 should be recognized. 

(2) Award indefensibly based on engineers' eastern award, which 
stated itself that it had to proceed upon inaccurate and fragmentary 
statistics of Interstate Commerce Commission. Eastern award, 
moreover, not suited to western conditions. 

(3) Board in its award disregards evidence submitted as to hours, 
tonnage, and increased work and productive efficiency. 

(4) Reviews evidence of men. 

(5) A great opportunity of bringing about industrial peace lost. 

(6) Monthly earnings are large in some cases, but they are the 
result of excessive hours of work, not high rates of pay. 

(7) Minimum rates awarded will in reality become maximum 
rates. 

(8) Award settles nothing, makes necessary further demands; will 
bring chaos and unrest to industrial world. 



494 RAILROAD LABOR ARBITRATIONS. 

EFFECT OF APPLICATION OF AWARD OF ARBITRATION BOARD ON INDI- 
VIDUAL RAILROADS. 

No uniform basis for the payment of locomotive engineers has up 
to the present time been adopted in the territory east of the Ohio 
and north of the Potomac rivers. Some railroads classify their 
rates of pay according to the size of cylinders; others according to 
weight on drivers; still others according to the number of wheels 
and according to the trade name of the engines. Not until the year 
1913 were the rates of pay to locomotive firemen in the eastern 
territory standardized according to weight on drive wheels, and the 
same basis of payment both to engineers and firemen in the West 
was not adopted until the year 1915. As a consequence it was 
impossible, with the printed working schedules as a basis, to make 
any comparative study as to how rates of pay to engineers and 
firemen were affected by awards of arbitration boards. Methods of 
wage payment were frequently changed by the application of the 
decision of arbitration boards. 

Under these conditions it was decided to use as a basis of com- 
parison of rates of pay the classification of locomotives required by 
the Interstate Commerce Commission. Up to the fiscal year 1915 
this classification was Uniformly used by the railroads in reporting 
to the commission. In the following comparisons the figures rela- 
tive to the number of locomotives and their average weight on 
drivers (tons) prior to the fiscal year 1915 are based on information 
secured from pages 103 to 107 of the annual reports of the carriers 
to the Interstate Commerce Commission. In the form of annual 
report adopted for use in 1915 there were considerable changes 
made throughout, and locomotive classification was furnished in a 
different manner by the carriers. Because of this variation it was 
necessary to request the railroad companies to furnish data on 
locomotive equipment that would be comparable with prior years. 

After the information as to number and weight of locomotives in 
the various classifications was secured from the annual reports of 
the railroads to the Interstate Commerce Commission printed forms 
were mailed to the companies to be filled out. Each sheet was 
divided into three similar sections, providing for single expansion, 
four-cylinder compound, and two-cylinder compound or cross-com- 
pound locomotives. The information requested from the carriers 
was as follows: 

(a) Class of service in which each locomotive was engaged. 

(b) Number of locomotives of each class. 

(c) Rates of pay per day of 100 miles or less or 10 hours or less 
to (1) engineers, (2) firemen. 

Because of the change in the 1915 reports, mentioned above, a 
special sheet for this year was prepared and sent to the railroad com- 
panies requesting, in addition to the other inquiries listed, the average 
weight (tons) on drivers of locomotives. The printed forms sent to 
the railroads were for the fiscal years prior and subsequent to any 
arbitration proceedings they were involved in, either with their engi- 
neers or firemen. 

In the following derivative tables, rates of pay to locomotive 
engineers and firemen are shown prior and subsequent to the award 
of the arbitration board in western territory of April 30, 1915. 



RAILROAD LABOR ARBITRATIONS. 



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■^ lO ■* *iO-* CO 
CN CN CN CN CN CN CN 








OOO 














o 




o 


OO 

oo' 






o to 

NO 














o 




o 


8S 








lO to 
O 00 






GO 
CN 






o 

CO 




s 

c4 


CNCN 




OiCO 00 

cn cn cn 












oo 

-* to 
CNCN 


OO 
CNCN 


too 

CDOC 
CNCN 




















CN 




CN 




o 
o" 




n 


















o 




O 




o 
o 




tO 

OO 

CN 


















CN 




s 




CN 




m 
co 

cn 


















o 

CN 




3 

CN 




CN 




















lO M 
tO tO 


































to OJ 

lO ■* 


































■«*< CO 


































to o 


















burners— 

18-inch cylinders 
and over and 
170,000 to 200,- 
000 pounds on 
drivers 


o 
R 


c 

p 


c 
R 


c 
P 


c 

p 


c 
P 


c 

p 


l-CYLINDER COM- 
<ID LOCOMOTIVES. 

2, oOOoo>: 






burners — 

Less than 18-inch 
cylinders and 
80,000 pounds 
on drivers 


O 


c 

p 


Less than 18-inch 
cylinders and 
80,000 and less 
than 100,000 

Sounds on 


o 

R 


c 

R 


18-inch cylinders 
and over and 
less than 140,- 
000 pounds on 


3 
P 





p o 



8 

.8" 

wis 

§1 

go 

~ x 

a § S 
c3 c^ 

3®V 



cr® 



>2% 

^ 2 5 



H 
.3 

■d n 

O © 

Q =" 

*L 

lis 
121 

-O CO 

OirtQ 

o a c3 

CD H _ 



° *s3 



y 

.««> 



.,03 • 

So2> P -dg.-a 

o -03 <5 d ° ® 2 .. 
§£,-*> T o .9 O 3® 

tch> " 






8 5 -Si S 






O " r/T . > CD -rt . •• , 



co +» CD *r^ lT co ^ 
(-i-u too £*^ _, k. cuo . 
a W £, o^ ** a <x>r> 



°5o 

o . 
be 



O CD 



j35g^2g2§_ 

J3=J 3 c3 C5^ 3,2 3 c3 d 



506 



RAILROAD LABOR ARBITRATIONS. 



S "» 

O CO 

o 



8 

| 

<3 
■•J 

© 

3 
'3 

cd 

a 

CO 

a 

cd 

1 

o 

co 
co 

cd 

J-l 

o 

CO 

S-H 

00 

o 

CO 

Jg 

© 

co 

1 

8 

>> 

C3 
o> 

ft 

« 

"5 


hi 

A 


CD 
CO 

03 
CD 

1 


i 

t-i 

CD 


cN 
-* 






CC 







© 






1 



a 


O 




10 














O 

CN 

1? 




10 
CN 




10 

CO 
CN 






OS 


3 

CN 




9 

c4 




CO 
CN 






© 

> 


CD 

CO 

03 

CD 

tH 

O 


1 


CD* 


CM 




CO 




O 
O 






1 


a 





«© 




10 




8 






OS 


s 

CN 




10 

CN 




3 

CN 








Soio 00* 10 

~ lOTt< ■>* IO "* CO 

£a <N CN* CN CN CN CN 

rt co .0 ^ co <o 






"3 

"3 

3 
O 


CD 

co 
C3 
CD 

*H 

o 


CD 

O 

CD 

Ah 











CO 


OO 
OO 






a 










10 


88 




a* 




g 

CN 




CN 


ICO 
CO 00 

CNCN 




OS 




3S 

CNCN 


lO O 
CO 00 

CNCN 




CO 

'3 

5 


CD 
CO 
c3 
CD 
hi 
o 

a 


"5 

CD 
O 

c3 

Ah 


CN 




CO 
CO 




O 
O 






"3 
3 



a 


O 
O 




10 




8 






OS 


O 

CN 

|© 




10 
CN 




8 

CN 






OS 


O 
■"* 

CN 




CN* 




CO 
CN 






Average 
weight 

on 
drivers 
(tons). 


«5 


















OSr-l 

c~oo 


OS 


















Oeo 

0000 




OS 


















3F2 




















00 t» 




ec 

3 






F0TJR-CYLINDERC0M POUND 

locomotives— contd. 

Class F2, oOOoo>— Con. 
Coal burners — 

Less than 18-inch 
cylinders and 
80,000 pounds 
on drivers. 


c 


c 
P 


Less than 18-inch 
cylinders and 
80,000 and less 
than 100,000 

Sounds on 


C 
P 


c 

p 


18-inch cylinders 
and over and 
less than 140,- 
000 pounds on 


c 
P 


A 




§ 


he 

f 
3 


c3 
O 
O 



RAILROAD LABOR ARBITRATIONS. 



507 



OOlO 

^« lO •*»< 



oo 
do 



88 






oo 
do 



»o o 

00 CO 



•pi- 

.s «« o- 
I a ® § ■ 



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8 & ? 



ooo 
i-ld 



O 00 00 
<N <N <N 



E-o 



3 « 



o o o o _„ 



®£ 3 

S 8i^ . 
o ft ® o o o o o o o 
oo-^flfififififift 



a 

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S3 X 

cr® 
^ . 

9 §5 

IN 

K <» 3 
'Z o 

_»c3 -. 
3 J J 

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9 fc 8" 

• © « ^ 

•° 3 « M 

tu& H,- 3 ® 

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O j *» 

r o & 

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§ M^ -? - 

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o -9 o s "3 



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o"£ 



3 O* 



!r2J5P0303S3r;3c3ii 



508 



RAILROAD LABOR ARBITRATIONS. 




■2*3- 

0,3 o ft ? 00000 

5 «'flS5oo^flflflflfl 

oLfe -|§2Jf 



RAILROAD LABOR ARBITRATIONS. 



509 











06 












o 
d 










o 










8 




















8 
•** 




















8 










00 










o 
d 










3 










8 










00 00 00 

§■ cq in' 






8 






00 












o 

o 






OOO 












o 
o 






o»o 

(NO 












8 






OOO 






00 




8 
>* 




oi cn o* 












8 


"5 


















o 
o 


8 


















8 


00 


















8 


CO 


















8 


















— — 
coco 




















CO CO 




















^ 




















-•-* 




l&-inch cylinders 
and over and 
170,000 to 200,- 
000 pounds on 


P 


c 

p 


c 

p 


c 

p 


e 

p 


c 

p 


c 

p 


A 

o 


o 

1 

o 

O 
O 
o 

U0 *J 

WJ£_ 


9 

C 


j 

b 
E 
9 
_ 

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1 



a 

o 

I 

9 

"2« 



® o 

-I 



oo£J cr 



. o d. » 

°- C3"J 



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© Tj 03 

S1 S 

3mV 



#£ S o 

Ph.®. . o £ X*3 

<s> m 3 >J .-j 

O (flf -o 
S bd 2 - 

M --S CT03 

•a 9® feO 
n B ® 2 - 

^fl-S-r o .So 

&/>>-»■£ (d © ®°2v< u 

a^^ . fco^g.-^ 

£ - ,$ 05 --^ 9 +»^ - S 

^l^oa-Hpofc&E 



. 3 CD 






r X +J Sg> 

Hz. ®^+j ®.2 ©-^^zz 
o-<Ah_)P3^pl < o^P3-< : ^ 
-"■* saa 



510 



RAILROAD LABOR ARBITRATIONS. 



to 

o 

"C 
1 

CD 

§ 

a 

1 

a 

"s& 

a 

CD 
O 

GO 

O 

3 

o 

o 

«-c 

o 

1 
s 
s 

1 
1 

C9 

-d 

t-c 

& 

<D 
■§ 

PS 


1 

CD 
ft 


CD 

| 


§ 

CD 

Ph 






































"5 
§ 
9 

<1 






































© 


« 


























in'io 






OS 






































,2 
> 


1 


CD 
O 

13 

Ph 






































"3 

3 
o 

9 

<1 










































































© 






































a 
"3 

§ 


CD 
CD 

| 


"5 

CD 
O 

c3 








oo 
©d 








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d© 












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d 


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9 
<1 








©© 
o© 








83 












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o 


© 








S8 

io»o 








§8 

jo>o 


CO 








© 

1? 


£3 














© »o«o 

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© 


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CD 


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Ph 






o 
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d 




3 

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© 
© 




© 






lO 


























-*> 
OS 






o 










c 














©>o I 

CN© • 


Average 
weight 

on 
drivers 
(tons). 


OS 










00 r-l 

l>CD 




















© 


• CO 








CM 00 

00 CO 




















1-° 


© 


CN-*f 
CN 








©o 




















© 




CNl 








COCN 
00© 






















< 


! 




SINGLE EXPANSION LOCO- 
MOTIVES. 

Class B3, OOOo>: 

Oil 


l 










A 

o 

o 
o 
o 
o 

3 


o 

a 


Less than 143,700 
pounds on drivers 
(east of Albu- 
ouerauet 


< 


c 

ft 


o 

p 


o 

ft 


c 
R 


c 

p 


143,700 pounds or 
over on drivers 
(east of Albu- 
aueraue) 


c 

P 

4 


d 

P 



RAILROAD LABOR ARBITRATIONS. 



511 



S3 



100 

U5 •»* 



ss 






to -^ 



O CO I 

gajg 



O o. 



o o o o o 

fiQOCQ 






c-SS'dd 



§£3 

CO 



o£3 MWM ^°..o£ 3 M 



S'Z? "5 



CO 






ooo 
odd 



iCOO 

OCCOl 



sf 



5 fc 



d 

CD O 1 
•2 Si 



wooo 

COOOOCN 



do'c'c L d 



•Ouddddcsci 

:§ ?QfipficQ 



°J!§«S5 

_ CO 

3 i2 °m, 






I 

I 

a 

<» 
fi 



So ^ a 

5 - co-a 

• X ^ -* tD< 

.8**4 > s 

"4 X 



go.23 G - o 



■a" -s^ 



g m^ ^ • - o 3 o <- -3 -S S w • r<H 

° 7.8 „ s ►?*. ~ *£ &£ 8 ? § 



Ooo ofl H ji. 



**"&«* 



.. -O" 



£ TO 






do.- 






2 3 d 



o 



512 



RAILROAD LABOR ARBITRATIONS. 



co 

.® 

c3 

® 

"3 

co 
to 

.9 

1 
a 

'So 
a 
& 

o 
co 

CO 
CD 

is 

co 

O 
,3 

o 

Fh 

o 

CO 

CO 

© 

O 

CO 

© 

1 

o 
o 

o 
>> 

c3 
T3 
t-i 
CD 
ft 
CD 

ta 


is 
ft 


CD 
CO 

S 
| 


+5 

a 

CD 

o 
















'd 
















do 
















oo 

do 


















o 

o 

© 
















OO 
OO 
















oo 
oo 


Oi 
















OS 
































«OiO 


OS 
















cS 
















OO 
COCN 

"'J? 
















OO 
ICJO 


CD 

> 


CD 

CO 

c3 
CD 

S-H 

o 

a 


CD 
O 














o 
d 
















o 
d 


















© 
d 




g 














o 
o 

d 
















8 


















o 
o 


















o 
















o 

lO 


















>o 

"O 




OJ 














3 
















o 


















■o 

o 
d 




g 


s 

c3 
CD 

O 

C 


2 

CD 

Oh 










ooo 
odd 










oooo 

dddd 








oooo 
dddd 


"3 

§ 
a 










ooo 
ooo 

d 










8388 








8888 


o 
o 




05 










gcoo 
;* io">o 










OlOMO 

nojh'm 

lO-^ lO lO 








owooo 

NffiNH 
IO tJH lO |0 


o 
co 
ui 




CT> 










;£coo 










oujno 

CN OS t-H CO 
lO ■* lO lO 








OiOOOOWO 
N O (N H O M 

io -*' io i-6 ■* io 




.s 


CD 

C3 
CD 
5 

a 
i— i 


"3 

CD 
O 
M 
CD 






o 
d 














o 
d 














o 
d 


















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< 






o 
o 

d 














o 
o 














8 


















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OJ 
3 














O 














Oi 


















o 






SJ"' 












io»o 
oj o 












lO >o 
OO 
■^ >0 
















Average 
weight 

on 
drivers 
(tons). 


5> 


COCO 












OO 




































OS 


cno 

COCN 












co o> ' 

"5^ 




































6* 


o> 


OH 
r-tCN 












t^o 

CD ^l 




































OS 


OOO 
CO 












OO 

CO CO 






































c 

c 

C 






3 
2 




single expansion loco- 
motives— continued. 

Class C2, OOoo>: 

Oil 


o 
o 














A 
o 

O 

O 

o 

o 

CO* 

oa 

CO 

cJ 

o 


o 


o 

8 I 
dg 

O-m 

i-i ;-. 
c 

cp o 
« P 


o 

ft 


o 

ft 


o 

A 


c 

A 


o 

ft 


o 

ft 


o 

ft 


o 

o 

C 7 
P CD 

° > 

n 

1° 


o 
ft 


o 

ft 


o 

ft 


o 

ft 


o 

ft 


o 

ft 


o 

ft 


o 

ft 


d 

ft 



RAILROAD LABOR ARBITRATIONS. 



513 



OiOOO 
->* iq O CO 

io irj tfi to 



s 2 

"5 S5 



o m wo 

^ iO® c<5 

id »o 10 io 



^. : e : : : : :.s : : : : : : .-a : : : : :g> : : : : ic^o^oo^o.sjoo^o^ 

! !j« ! ! ! ! ifi ! ! ! ! ! lis ! ! ! ! Is ! ! ! ! iflil^i^l^l^ 

> • . = ooooco.= oooooo sooooo^.ooooo got'rSx^s'^^-.'^-^c^-:- 

> ! — oo o ii—ii— i^i- _ r-i pi r- < i— ii— ii— i M q|- ii— ii— it— ii— i 25 r; i— II— I M >— i l-H 3 ^ c; c ^ ,-j O !3 _i 3 3 ci - - 1 3 3 c3 3 3 c3 3 



*2 
OK 



>>& 
c3 to 

£.a 

..'3 
oi .2 



•*3 



?■»! 

W> .1^ 

«|1 

*x S © 

° <^Q 
■» *a 

c3<« o 
© O+s 
-jj en 
3 m g 
O C3 fe 

"S* - 

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©•r 

ci" 

0^3 

.2§- 

«03 
... o 1 

m 

3 



Is 

.2; w 



c3^ y, cr 
.2^5; g 



OOJ 






•a &- 



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gorges 

KH ~>7 © ©"3 . "u-i 



•^ ^ <! o & 



CX 

3 

s 
p 

"0 

II 






.a 
3^ - 

CX-J 3 

3 o2t 

pg^i^^ 00^*00 

o"c 



ii 9> P -2 J\2 P » 

._ 3 3 
<7^ 



©O 
So 



CSS 
h-1 . 
•-£ 

gfi 

^^ 

.£ • 3 

125 r Z a 
£2. J£2i 

^O o<« 

im 

« o^ » ? 

k S © o-r o 

<»^;^ ©o 

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« £ i. a ^ 
o^poq 
-*- o -o 

■ '1 .2 r © r 
Z£%2 
30 o 

§^S §3 

— c © — © 

r> H rl H ^ 



51393°— S. Doc. 493, 64-1- 



-33 



514 



RAILROAD LABOR ARBITRATIONS. 



*a 
^ i 

© « 

°> 

»i =0 
OS 53 



0>S 

r-S£ 



5 

1 



i 

09 

T3 
03 

'3 
ft 

CO 

a 

1 

a 
'Sb 



<B 
O 

O 

<- 

o 
o 

CO 
CO 
CO 

(h 

o 

co 
® 

8 
S3 

a 

0) 


HI 

CO 

CO 




CO 

<J3 

CD 

O 


a 

<x> 

o 

CD 

ft 




















































s 
<1 




















































OS 




















































OS 




















































>> 

> 


2 

o 

a 


1 

ft 




















































a 
§ 
S 

■38 




















































»o 

3 




















































OS 




















































.s 

'3 
"3 
o 


® 

CO 

(73 


"3 

CD 

o 
Ah 










0)00 

ooo 










ooo 
odd 












ooo ! 
odd ; 


a 

< 










g88 

d 










sss 












888 : 














8 

"5 






CO 00 OS 

i« iO iri 












icoo '• 

CD 00 OS . 
lO lO lO ] 


OS 










c 
If 


iC 1C »o 
tqcOOS 








io o o o 

CO XJOSCN 
0«6g3i0 










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to 

C 

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CO 

c3 

e 

a 


CD 
o 

CD 

ft 




00 














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oo 
do 










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a 
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IP 

CN 

d 














►CIO 
CNCN 














88 


~ 


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to 
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: 3 

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lOiO 

Tj< CO 

lOiO 


OS 




c 


5 












8.3 S 

io >o »o 












ioioo 

T^COCO 

ifi td io 








Average 
weight 

on 
drivers 
(tons). 


OS 


o 






























CO CO 
CNCN 














3 1 § 






























SS 
















I 1 5 






























S2 














OS 


3 






























552 


















1 

5 




6 
o 

2o C 
no r 

55 1 c 

ft- M C 

■6 , 

c 

e t 


•T3 

: h 
: s 

. o 

: ft 

a{ 

gt-H 
J 

3 




3 C 


i c 

IP 




3 C 

}P 


3 C 
P 


3 C 

^p 


■ > 
: ° 

I'd 

i g « 

?5 


1 
I 




j e 

C 


! e 




3 C 


:a 

o 

:o 

.o 
o 
'o 
:o 

) o 

m c 

C3 

G 


1 


> 
o 

s 

ll 

ftp 


i 


c 


c 


3 C 
IP 


> e 
P 


d 



RAILROAD LABOR ARBITRATIONS. 



515 



oo 
• do 



:SS 



i O i.-5 



oo 

do 



OU3 



o w 

o > 



§8 



OiO 
■*UJ 






■"Tin® 



o ia 

CN O 



iOo> 



S8C 

^ © 
gsoooooc 



O t> a> 



OO 

o'd 



sg 






O K> 

c - 



5 aT 



OiO 



o nooooooc-S^sccco 

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as 



MM 3 



££' 



d> 



c3 cS ^ 

MM"*t 



ti^W 



bio 

•S 

a . 

05 .. 

. © w 

£>« 

^° 
«s - 

§«* 

"^ cT 

|S| 



.a » 

o o © 



3 

i 

a 

© 

R 

© © 
bo - 

$ 

go. 

Hr 0> t* 

^e2 

hn O P, 



Q©o 

<_ T5 +J 
O tf - 



4)C 



x'SZ 



SS' 



D 



© © © 53 

© ©£ • - 

£ 5 ©S 
■ c -°"© 

O O O r 



© © © © r** 

££££" 

„ .. . -O 

m bo M £ O 

C3« f °.2 - 
X ©»>• ...2 



5-1 

■^ r 

■as 

<£ 

o ~ 

S5 



c o >>_cj 
83^3 

ooSo 



5 

i 



"'O -o bo§ - - rc^ 
O M Jji 'Z 6 6* *t,^ 



5 ^ 

53 3 

'Z o 

%'i 

■s. O 



.'- 5 ca d 






516 



RAILROAD LABOE ARBITRATIONS. 



M 

Ph 

o 



jS o o 



as 

'P 
® 
id 

CD 

CD 
ft 
CO 

a 

CO 

CD 
CD 
G 

'5b 

a 

<a 
o 

Kl 

Kl 

o 

Kl 

S-. 
G 

o 
o 

Kl 

03 

O 
Kl 

o 
o 

o 
s>> 

C3 

CD 
ft 
0) 
"£ 


1 

Kl 

CD 

A 


CD 
Kl 

C3 

CD 

o 


"3 

§ 

cS 

Pw 




o 
o 










o 
d 


































"3 

§ 

a 




g i 

d • 
s© ; 








o 

c 
































IO 

os 




"5 \ 
id • 








o • 

© 
















— : 


- 










- 




OS 




io ; 

id ■ 








s 

CO 
























o 

CO 

id 


"3 

> 


CD 

Kl 

c3 
CD 

O 
G 


G 
CD 
O 

CD 

Ph 


o '< 

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s 


































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id 
f? 








IO 
iO 

id 


































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id 






























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a 
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a 


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o 
o 








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if 


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weight 

on 
drivers 
(tons). 


OS 
















CO 














• OH 
t^OO 












OS 
















CO 














• 'O 

• 00 














iO 

OS 
















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FOUR-CYLINDER COM- 
POUND LOCOMOTIVES— 

continued. 

Class B4,OOOOo>— Con. 

170,000 to 215,000 

pounds on drivers 

(west of Albuquer- 




c 

p 


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p 


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c 
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o 

C 7 

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P 
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14 


c 

p 


p 


c 
P 


6 
A 



RAILROAD LABOR ARBITRATIONS. 



517 



c 
to 

C £ 

5 ® 

&£ : : 

eo o 






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5 i 



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00 



ceo 
odd 



888 



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GQOP-*h5gQPh 



518 



RAILROAD LABOR ARBITRATIONS. 



"Cr*! 

H 

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^5 





ft 


d 

£ 


3 

o 






















o 
o 


















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c> 




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weight 

on 
drivers 
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OS 


















g 


















OS 


















s 


















a^ 


05 


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■* 


















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3 




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= 


c 
P 


c 
P 


c 

p 


c 

p 


c 

p 


c 

p 


o 

p) 



RAILROAD LABOR ARBITRATIONS. 



519 









































c 
c 






















8 


















8 




















t2 
•6 






































CO 


















55 

CO 







































d 




















8 


















8 






















w 

JO 




















CO 

CO 






















CO 




















co 












COOOOO 

HOOOO 










COOOOO 

^Jdood 












28888 










28888 












iC 10 a ■* 

C© CO CO CO CO 










O «S >5 "5 O 
>C >C CO OS •* 
CO CO co to CO 

« «> a 2 












owowo 
-<r 10 co 01 -v 

CO CO CO CO CO 










Ou5U5ioO 
vifltOO)'* 

CO CO CO CO CO 






CX) 


















co 












■' 










CO 




















CO 






















CO 




















CO 




















OO «5 
CN •«}• O 
CO CO CO 














co CO CO 














CO 


















J? 




















CO 

8 


















CN 




















CN 


















O 




















CN 


















O 




















1 

C- 

o c 

c- 

ll 




CO 

"a 

5 y 

t c 
> e 



i 


c 
P 


c 

- 


p 


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- 


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c 
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p 


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si 


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Li 

§ 
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fee 
► c 
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c 

p 


c 

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c 

p 


c 

p 


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p 


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£{S 



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IJloa|dJ|o|g 



33 2* 

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SS«535*5^*S3 



520 



RAILROAD LABOR ARBITRATIONS. 



co 
S 

't-i 
o 

"»H 

co 

i 

s 

o 

CO 

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.a 

g 

a 

tG 
o 

CO 

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co 
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co 

3' 
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43 
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>> 
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co 

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s 














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> 


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cS 

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1 
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:8 






03 

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CD 
CO 

1 
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1 

Ph 




• OO 

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• • ■ c 


o • ! 

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1 
a 

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. . «© 


: : : s 


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: i°>3 
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C3 




: :S§g ; : is 
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• ■ O r- 

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382 

i <m' co' 






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Average 

weight 

on 
drivers 
(tons). 




3a 


OJ CI 


3 • ! 






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<*< 
3a 


• CI 


3 ; • 






! ! ! cn co • ! 

• • • 00 CD ■ • 










OS 


CN - 

C 








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5> 


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i 

5 






SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class B3, OOOo>: 

Oil 


! co ! 

its 


6 c 
PC 


• • CO ' 
. . CO • 

: : g : 

}P£PC 

03 
O 

U 


Do 

Do , 

Class B4, OOOOo>: 

Oil 


Coal 

Oil burners- 
Less than 135,000 
pounds on driv- 
ers 

Do 


j'o'oc 
}PPP 


3 C 


i 



RAILROAD LABOR ARBITRATIONS. 



521 



£ — ° 



3 a 



O Q 

-T C-^ 
CO CO 



CO 

CO CO co' CO 



O ®OOOOCCO— q -OOOOOOo 
.^C SrJ? 3 t» n.iS 



OOC 
co' CO CO 



'"' o 

o o o o o c "— a 

~ - S 3 

as ai 



d d d d d 



£2 

. o 
fa fcc^ 



Iw 



a J <b" 

~© a 
^"a~3 



gcfg 
So M 

%2. © 

■sj, 



Tlfc 



© 00 

go r 

&°a 
2^ 



Q 

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© * 

8© 
© a 

s° 

£1* 



i^a 

|fi3 

es'c/j b> ^ 
fc- =? © O 

3 52 * -T"H 



fe c3 v2 c3 — jJT 

si**,*! ."S 

X* ©W g M -w 

© -3 »*■ • - ^ a © e 
Sa-d S .2^a 

03 • — -. • 05 w O 



a C3 2 © - bj 

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o 



= .; 



°*« 



ci o; 






522 



RAILROAD LABOR ARBITRATIONS. 



T $ 



o 

I 

Ph •« 
© 

S I 

<1 

Eh 
53 
<i 

QQ 

4 ?! 

-J 

M 

w 

Ph 

q 



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i 
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ft 

s 

1 

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s 
s 

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o 

t- 
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2 
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© 

8 

"3 

>> 

03 

© 
ft 
9 
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P4 


1 


6 
£ 
1 


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Ph 








































e 
o" 


1 

a 








































8 


"5 

OS 












o 
»o 
eo 








oo 
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co 


8 

' co 


OS 








































co 


£ 

? 


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© 

1 


1 
©• 

Ph 








































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1 

< 








































: 8 


lO 

OS 










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CO 








l© 

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CO 




to 
co 


OS 








































i s 

: 4 


.9 

03 

1 


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a 








































: § 

© 


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£|cO CO CO 




££8 

CO CO CO 






lOOiOiO 
CO OC LO CO 

' CO CO CO CO 




■ 3 

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• ^ 

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1 


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CO 

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Ph 








































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a 
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LO 
OS 


53 

CO 










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CO 
CO 










to 
CO 










co : 


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co ! 


Average 
weight 

on 
drivers 
(tons). 


«o 

OS 






































oo ! 


OS 






































r- '< 




OS 






































~ : 


OS 






































o* ; 




03 

5 






single-expansion loco- 
motives— continued. 

Class B4,0000o>— Con. 
Oil burners— Contd. 
170,000 to 215,000 
pounds on 


C 

P 

3 


c 

p 


c 

p 


c 

p 


c 

p 


O aj 
£* 

II Pit 

s 


c 

p 
) 


c 

p 


c 

p 


c 

p 


c 

p 


§ § 

LO 03 

8 3 ? 

©~ftx 


! 

c 

p 
i 


' c 

p 


c 

p 


c 

p 


c 

p 


A 

o 
O 

o 
o 
o 

° 

to 

pq 

5^ 


■IS. 



KAILROAD LABOR ARBITRATIONS. 



523 



oooo 
ooo'o 



SS8S 



Sooo 
o o>^ 
c<i co ci co 



eq$5 

CN* CO eN« CO 



© O 
co o 



S-CA 



3- 



oooo 
ddo'd 



10 10 10 ic 

OlrtON 
oi CO CO CO 



OSrH 

esiro 



c 
= 

O 

O O O O O OQ 



oooo 
© © ©* ©' 



SS8S 



oooo 

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cooi ro co 



OO 

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88 



coco 



ooooo 

1-J 03 1-4 © 00 

co oi co co cm' 



xOoO 



o o o o o o 

8 Saga 

O «OoO 

5 



C-fl3©ooooooooo 



©^ 

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^ £~ 

1 8* 

s «s 
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3 © 

r ^6 

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So*. . 
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C -O K 

-i W •- ., © 



S3 
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(A "3 
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> 03 ■ 

§ s 4 

• r 73 S O 

yn 

■a * S r®^ 

c j2^-2 .6 2^*c 






53 ©"_• « 5ft O -'"S i "-^ 

S©°^ii = ^5^^ • 

-< 2/2-^ ®^H 3-3 g « 

c3£§| = 5§^!^§ 



524 



RAILROAD LABOR ARBITRATION'S. 



W H 

S 5 

p g 

o 

3 

o 

Eh 
<{ 



2 

o 

1 
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8 

a 

g 

a 
© 

o 

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ft 


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a 


1 


















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i 

a 


















88 

d 
















88 


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i— I o 

pP? 
















oio 
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CO CO 


cs 


















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2 - 
















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(NO 
CO CO 


£ 

> 


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o 

d 


















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d 














1 

o 

a 
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d 
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8 














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8 
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co- 














■^1 
cs 






8 

CO 


















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CO 














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C3 

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o 

3 




1 



5 


1 






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dodd 












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pj 

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8888 

d ' * ' 












8888 








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hoihO 
|2<m' CO CO 


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CO 








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CO CO CO CO 


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cs 






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H{SrtOOO 

gg<N cocoes 










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C3 





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pi 
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8 

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OS 
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CO 


















OS 


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83 

COCO 


- 


j- 


:- 








4 


Average 
weight 

on 
drivers 
(tons). 


OS 




























1 


IS 

o 

IS 






- 


- 


- 
























- 


- 


" 


-: 


Num- 
ber. 


< 


























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1 






single-expansion loco- 
motives— continued. 

Class C3, OOOoo>— Con. 
Oil burners— Con. 
100,000 pounds 
and over on 


c 

p 

J 


c 

p 


c 

p 


c 

p 


c 

p 


c 

p 


c 

p 


C 
P 


c 

p 


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c 
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c 

p 


c 

p 


c 

p 


c 

p 


c 

p 


c 

p 


c 

p 


d 

P 



RAILROAD LABOR ARBITRATIONS. 



525 



















a o 
do 
































-: 


















88 


























CN © 

CO CO 
















































(NO 
















s 5 












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o 
d 


















































s 


















































1/3 

CO 


















































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o 












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BBSS 










































>o io io m 

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co co co co 


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CO 




' 






































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co co co cn 














oc 

IO If 

eoej 


oo 

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CO CN 






e c 
iq if 

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O 00 • 
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o 
© 


















































8 


















































CO 


















































c 
c 
























! oo 

' —: . 

CO CO 










i ir 


— 
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CO 
















































i IS 
















































<N CO 


















































■ o 

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n 

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gcST 


3 c 
-- 

3 


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- 


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P 


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c 

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p 


c 

p 


c 

p 


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co" 




c 


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CO 

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q a> —^ 
35 


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P 

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p 


c 

p 


c 

p 


u 

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111 

CO 


i 

> c 
P 

1 


c 

p 


p 


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p 


c 

p 


6 

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fa *5 



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S>8 8 









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•73 C 



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0) CO 

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co r 03 co o - "g r 

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--«»*«a 



526 



RAILROAD LABOR ARBITRATIONS. 



i 



s o 

1- 

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§"& 



a e 



g 



1 



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© 

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t-. 

© 
Ph 








































d 

3 
o 

a 

< 








































IO 
OS 






































s 

CO 


3 

OS 














eg 

8 












•o 

CO 

CO 










>> 

© 

"3 
> 


©■ 

CO 

c3 
CD 

8 

5 


1 

o 








































1 
a 








































iO 
OS 


























- 






o 

CO 




"1 


OS 






■ O 
!N 
CO 
•j-.- 












LO 

CN 












.a 
i 

o 


©* 

a 

© 

3 


1 

Ph 








































o 

a 
< 








































iO 

OS 
































gcoco ! 


OS 






CC 

c- 


iO iO iO 
CO iq C» 

co cocn 






lo >o lO CO 

lOffiiOH 

coco coco 












1 

03 


© 

m 


i 

o 
Ph 




































- 


H 


1 

a 

<5 


























:- 


:- 








OS 


























! lo 

• CO 

■ ¥? 


OS 


& 


13 

>co 










OiO 

CO i-H 

! coco 




















Average 
weight 

on 
drivers 
(tons). 


OS 








































OS 










































OS 








































OS 










































i 


00 




SINGLE-EXPANSION LOCO- 

m otives— continued . 

Class E3, o000o>— Con. 
Coal-burners- 
Less than 135,000 
pounds on driv- 


c 

;p 


C 
P 


c 

p 


c 

p 


c 

p 


c 

p 


CO rj 
I 3 

d . 

Oc, 

O ? 

CO 


c 

p 


c 

p 


c 

p 


c 

p 


c 

p 


c 

p 


o'C 

©"*« 

^ o 
1 d co 

1 C3T3 

2-d d 
© -^ d 

C co o I 

i 


c 

p 


c 

p 


c 

p 


d 
B 



RAILROAD LABOR ARBITRATIONS. 



527 



rr — O J 

O fc.CN C 

Z- © - ~ 

o°ll 

-C 23 O 
p*5c 



. . 2 C3T3 
O O O O C <D .C fl 

QPQfiO B^§«: 
3 "5 o !a 
-? co a © 



E e3, 



■ o o o do ' 

CO >"^ >-^ ^ ^ O £ cc o 



g= S> 



S 5 2 s 



o eo 
o -4 



8 § 



cTc3.2 a© 



73 
- © C3 .A 

A§jE 2o 

o™ »-i2 ®0 

O fl g 3^0 
ou 



I 



•«t<* co o o > io" 
CO J (M CO < 



<! 
o 

1 
co 

§' 

. © 

So 

cp+J 

c r 

la 

x5 
55 



^ © 

co«5J 

03 <! 

X of 

© S 

. ■ © 

*!§ 

o C3 *d 



S«- 



S> S 3 



2 .So- 

co" 5 <_ • 3 

c 2 o ° ° 
^ c85ot3 



O 3 



S 5 



O 03 03 






S-o o 
Co u 



e £ c 



O M>' SO 

b-. co © >> w 

0«^QO 

c-2c~x 
nO co ^ a 

JESS'S . 



03 , 

o2 



© © 

2~* 



i_3 kS © 



<i © 
^* C3 



3.2 
33 



*? 

s"£ a 

a| 
..03 
©^ 

. CO o 

P5.S 



§£ 



CQ^Pih^^ 



528 



RAILROAD LABOR ARBITRATIONS. 



i 

o 

M 

i 

05 
ft 

a 

i 

B 

O 

CO 

jj 

"5 

en 

1 

A 

o 

s 

1 

S- 
O 

1 
o 
o 

"8 

03 

ft 
cd 
03 
(4 


CD 

s 

A 


<D 




S3 

Ph 










































I 
a 

< 










































OS 










































5> 






































o 


> 


03 
S-i 

a 


1 

o 
Ph 










































o 

a 
< 










































05 










































Oi 
























f 














• O i 

! co ! 


1 

1 

3 


CD 

s 

cd 
o 

5 


1 

o 

CD 

Ph 








CO 

do 






























I 
o 

a 








88 






























1C 








CO iO 






























OS 








CO, lOO- 








c 
c 


i-OOS o 

^h a: i-i 

CO t>i CO 








5 


)C5»0 • 
• CO J5 CO ' 


"o3 


<B 
CO 

03 

£ 

3 


1 

CD 

Ph 




o 
d 




































1 

o 

a 




o 

c 

d 

V.' 




































OS 




O 

CO 




































OS 






> 










■ c 
c 


> 
> 










i-H C 

CO cj 


> 








Average 
weight 

on 
drivers 
(tons). 


OS 


to 










00 oc 
























OS 


oc 

CO 










00 00 
























Be 

.3 <D 


ir 

O 

o 




£ 










oo 

tHCO 


























CO 










oo 

T-HCO 


























1 






a <» 

WO % 

3 c 
§2 | 


\ 

>j 

il 


i 

M 

3 
5 

) 


> c 

P 


> c 

p 


j c 

p 


A 

o 

c 

O 



coC 
m 

5 


c 


Oil-burners— 

Less than 135,000 
pounds on 


c 

p 


d c 

OP 


c 
P 


) C 
P 


>' c 

>P 


.3 Pi 
|.c 

§ CD 

O U 
O ? 

iO COX 
CO 


c 

r 


p 


> c 

IP 


C C 

OP 


d 




RAILROAD LABOR ARBITRATIONS. 



529 



?s 



S3 



I -"o 

<e.c - © 

fa"* 



co co oo eo 



ST^S? 



1^. M 



^73 



c o o o o o< 



"3 




n 




o 




-1-3 


en 


1 


I 


b 




5 


1 




o 


X 




* 


i 




a 


z 






« 




g 






s 


,Q 


o 1 

3 


ffj 


jQ 


X> 


«j 


s 


O 


u 


■g 


a 


3 


,a 


o 


8 






X 


« 


© 




a 


o 




o 


.fc 


O 


© OT 

S be 


© 

> 




-x . 

tf CO 


s * 


OQ^ 


go 


jjfc 




© « 


3 © 




^ 




+^> - 


_ 3 


-0 


2-° 


X+3 


£3 

3° 


. Stf 


anche 

as, N. 
1914); 


C 5* 

|o3 


ding br 

.as Veg 
Mex. ( 


03 « qT 


•" x a< 


1 TJ5 


ceS § 


•5 « ®" 


krf • o* 




°*J 


os, Te 

on, N. 
buque 


. ^ - * 
©> "? £ ° 


® "S<- 


^ Ph«~ 


5 -22 




ngton, Kans 
bron coal rin 
Junta, Colo, 
[ex., and sou 


® 2 « w"S 

US 2«0 _ 




X®« Sof^ 


Wirt 


City, Colo.; 
Blossburg a 
Denver Col 
to Las Vegas 


fc\K*J«iS 


£°fe|> -S© 

jS ©" cj^-, c © 




•n c .o | LS - 


oo°s 



£ £ I rj © c c jj 4, c id c c 6 



1 



© c o o o c o 
[•2-gfififlfiPfig-o-gfifififiQgo.SpflftAP 

i ,5 J 






51393°— S. Doc. 493, 64-1- 



34 



330 



RAILROAD LABOR ARBITRATIONS. 



g I 

■< o 

EH 9 

3 « 



en 
<D 

i 

'V, 

u 

CP 

Tj 

2 
'S 

a 

co 
G 

co 

a 

u 

tC 
o 

en 

i 

CO 

O 

o 

u 
o 

CO 
CO 

» 
O 

CO 

0j 

a 

8 

"o 

!>> 

C3 

"3 

P3 


s 

CO 
ft 


CO 

CO 


"H 

in 




























o co 

© -4 


i 

o 

a 

< 




















' 








8 3 


"5 










c 

rj 


o 

CO 










CO 

CO 


£ 3 

CO CO 






























12 « 


>> 

> 


1 


"5 




























o co 

d t-5 


(3 

§ 
a 
< 




























o »o 

O Q 










co 


















K 3 

co co 


OS 






























"3 


4) 

I 


co 

o 




























O CO 

d i-5 


§ 
a 

<5 




























8 § 

d 






•f5 uo iO 
CO lOCN 

CO CO CO 






m o io io 

CO 00 lO CO 
CO CO CO CO 




5? 8 

CO CO 


OS 




























?! to 

1? « 


1 

3 

s 


si 

CO 

Cj 
IB 

u 
o 

5 


"5 

CO 




























O CO 

d r-i 


i 

o 

a 




























8 S 

d 


55 


o 

co 

CO 










•o 
■>*< 

CO 












CO CO 


OS 




























§ 2 


Average 
weight 

on 
drivers 
(tons). 


OS 


























| : i 


OS 


























co ! ! 


a^ 

1^ 


lO 
OS 


























l-H i I 


OS 


























rt : : 




1 






FOUR-CYLINDER COM- 
POUND LOCOMOTIVES— 

continued. 

Class B4, OOOOo>— Con. 
Coal burners- 
Less than 170,000 
pounds on driv- 
ers 


C 
fl 


c 




o 

ft 


C 
P 


c 

n 


Si 

O co 

o a 
o Ace 


o 



o 

n 


c 

R 


c 
R 


c 
R 


A 

a 


o 
o 
o 

o 

«f 

pq 

j! 


Less than 250,000 
pounds on drivers. . 

250,000 pounds and 
over on drivers 



RAILROAD LABOK ARBITRATIONS. 



531 







































































































































































































B 

CO 












S3 

CO 












>(2 

CO 












- 






























































































































































































o 

CO 












:- 














M 
CO 












CM 

'CO 
























'• 












































































































































































a 


O O O 
>-- •* 00 

coco£» 






CO CO CO 


oo 

CN 






If 
M 




p4 






io «e m co • 

CO CO CO 2? • 
















































































































































































- 




-: 






c 

CO 


o 

CO 










CO 


o 
o 

CO 










eS 


UO 

CO 










o 

CO 
CO 


CO 




- 


£ss 












































:S 


















































- 






CO 




















































CN 
















































- 


o 


o 

ft 


a 
ft 


A 
c 
C 
O 

c 

o 

n 




burners- 
Less than 135,000 
pounds on driv- 
ers 


6 
- 


o 

- 


O 




o 

- 


o 

- 


c 

ft 


J'S 

n 


o 

- 


o 

- 


- 


6 

- 


- 


c 


al burners- 
Less than 135,000 
pounds on driv- 
ers 


- 


o 
ft 


o 

- 


o 

ft 


o 

- 


o 


73 3 

>o c3Xi 
CO 


c 


o 



a 



3 <D 

§3 

eft 

;2g 

1*3 



bo>3 

3 co— ' 

'■31 M 

4* 

* 2 

s Mi ■ 

3.2^ O 

~ w 3—\ 
j-T C3 T3 o c3 - 



■r 9 



81 

g-5 




32 




.0.2 




3| 




3^ 




©l-M 




X 




g 


£ 


•. 


ci£ * 


b? 






® ,° s 




►>'— o 





en c3 



3 5 



W • 






3 "3 boo 



S u-*33 1 Tr«>« ^ 

S> o _~ S r_ o o" 3 fc b.^ 

g3o^3«33«^^ 

-^^^n^cj - 3 



coO 



flSJd 



°9 



3 08 = 5 3 



OPnPnfto^PMft^COdQ 



532 



RAILROAD LABOR ARBITRATIONS. 



g 












^ 






e 


fl 




°T3 


a 










«© S 


o 




^rt 


I 




^"£ 


Ph 




§§ 


T3 


■wO 


w 


3 


s | 


Ph 


.a 


o S 


<»1 


o 
o 


g s 


H 


« ^ 


B 


1 


^ ? 


< 


o 


g « 


m 


*> 


=3 


> 


-1 




W 


*X CO 


W 


^ 


Ph 
O 


H 


g 2> 


H 


Pa 


4S^ 


fc 




KS 


O 

CO 




£§ 






w 




e 


u 

H 




r< 


< 
















V 






^ 






'tS 






g 






« 







^ 



a, 



CO 
•S 

o 
"u 

CD 

«fl 

CO 

fl 

fl 
CD 

a 

CD 

<G 
O 

CO 

CO 

CD 

(-. 
O 

CO 

1 

,fl 
o 

CO 
CO 
CD 

8 

CO 

-2 

1 

o 
o 

o 
•a 

a 

4) 


1 

CD 

fl 


CD 

es 

CD 
O 

a 


1 

CD 
(H 

CD 

Ph 
























1 
o 

a 
























as 










o 










CO 


os 
























CD 


CD 

c3 
CD 

5 


a 

CD 
O 
























fl 
fl 
O 

a 
























OS 




o 

1 








o 

CO 








"* 

s 
























fl 

fl 
§ 


s 

§ 


a 

CD 
O 

s 
























1 

o 

a 
























os 




OOO 

lO lO TJH 

|g coco 




oo^oo • 

lOlOCD^ i 
CO CO CO CO i 


OS 
























i 


CD 
CO 
c3 
CD 
O 


"3 

CD 

O 

CD 

Ph 
























o 

a 
< 
























OS 


66 










o 

• CO 
CO 










OS 
























Average 
weight 

on 
drivers 
(tons). 


OS 
























OS 
























fl « 


OS 
























5s 


























g 

B 

3 






FOUR-CYLINDER COM- 
POUND LOCOMOTIVES— 

continued. 

Class E3, o000o>— con. 
Oil burners — 

Less than 170,000 
pounds on 


c 

p 


c 

p 


c 

p 


c 

p 


170,000 pounds 
and over and 
less than 215,- 
000 pounds on 


c 

p 


c 

p 


c 

p 


c 

p 


d 

Pi 



RAILROAD LABOR ARBITRATIONS. 



533 

























O CO 






CO 

d 




CO 

d 




CO 

d 




d 


























S § : 

© • 




3 


»o 

CN 


•o 

CN 


S 








• « 


o 








>o ! 
to 

co ! 




IO o • 
t>- 00 

CO CO ! 




3 


c5 
<* 


IO 
CN 


























** co ; 




o 
o 


8 


8 


8 
<* 
























O CO ' 




CO 

d 


co 
d 


CO 

d 


CO 

d 
























O "0 

o o • 
d ' 




IO 

cn 


* 


CN 


s 




CM 

CO 






CN 

CO 












>o o • 

t^- 00 

CO CO .' 




3 

Tj5 


>o 

CN 


IO 
CN 


IO 
CN 
























»0 "5 

i » 




8 


o 
o 


8 

CO 


O 

o 
























O CO 
d r-J 




CO 

d 


CO 

d 


CO 

d 


CO 

d 
























8 S 

d 




IO 
CN 


>o 

CN 


cQ 


IO 
CN 




'.1 s 


IO 
CO 




CO C 


©lO 
OCiO 

coco 






lO o 

t~- CO 

CO CO 




s 


s 


^ 

-* 


>o 

CN 
























iO io 

CO CO 




o 
o 


8 


8 


8 
























O CO 

d tH 




CO 

d 


CO 

. d 


CO 

d 


CO 

d 
























s s 

o 




IO 
CN 


CN 


: cQ 


lO 
CN 


o 

CO 
CO 






I co ! 












»c o 

t^ 00 

CO CO 
to oo 






: a 


: ^ 


lO 
























8 8 




O 

© 


' o 
o 

as 


i o 
o 


O 

c 






















! t- t~- '• 


CN05 

IO LO 


S3 


8 

CM 


»o 

CN 






















'■ t~t~ '. 


i>o 


S3 


1 


»o 

CN 






















'■ o>i$ '. 


t^OO 
CNCO 


■«< 


<N 


o 






















■ WW ; 




•o 

«o 


^ 


CN 


o 


g a 
o o 

E n ox 

a 


i 


! < 


> d 


Do 

170,000 pounds 
and over and 
less than 215,- 
000 pounds on 


> 6 e 

i 


IP 


1 ' 


5 C 


■ o 

:o 
:o 

i° 

"o 

o 


r 
C 


Less than 250,000 
pounds on drivers. . 

250,000 pounds and 
nver on drivers 


A 

o 

O 

O 

o 

6 

o 

o 

do 

o 


< 


d 

. Cj 

£■- 

c 
.-' c 

CM 


o 

O 

§ 

go '■ 

5 


•73 

: a 

. a 

r 5 

3 O u 

: 8 S 


i! 

»/ 

O 


5S 

|«| 

)CN 


OS 
o . 

°^ 

So 

o 

SO-5 
o 


••a 

■ a 

c3 

V 

0) q 

s| 

o - 

: &c 

c 
•2 >- 

•8J 

• >o c 

|~CN 











® ® 



2" ^§ 
x, 5 "5 o 

lial 

mi 






^ ® 

as"® 

8 tf jo 

g» a a-g 

"o M ® T 

•a I 



3 .*- 

(Si 33 

C o O 

c3 ^^ 
-S 03" 



a*® 
®S 

§^ 

a* 

rd O 1 

■5 3 



® o 



^ 



^ ©"Si „ « 

2> fi ®3S 

" M M ®" c3 • 



534 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines. 

BALTIMORE & OHIO CHICAGO TERMINAL R. R. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION 
LOCOMOTIVES. 

Class A2, 00> 


4 


4 


38 


38 




















$4.25 


$4.25 


$2.50 


$2.70 


$0.00 


b.b 


$0.20 


8 


Class A3, 000> 


13 


13 


49 


49 






4.25 


4.25 


2.5/) 


2.70 


.00 


.0 


.20 


8.0 


Class B3, OOOo> 


16 


16 


66 


82 


Switching 


4.25 


4.40 


2.50 


2.70 


.15 


3.5 


.20 


8.0 


Class B4, OOOOo> 


6 


6 


84 


84 




Switchin g 


4.50 


4.75 


2.75 


3.00 


.25 


5.6 


.25 


9.1 


Class C2, OOoo> 


2 


2 


28 


29 






4.15 


4.30 


2.40 


2.50 


.15 


3.6 


.10 


4.2 


Class E4, oOOOOo> 


4 


4 


60 


60 






4.25 


4.25 


2.50 


2.70 


.00 


.0 


.20 


8 


Class 12, ooOOoo> 


1 


1 


30 


30 






4.25 


4.25 


2.50 


2.70 


.00 


.0 


.20 « n 

















BEAUMONT & GREAT NORTHERN R R. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class C3, OOOoo> 


2 


2 


40 


40 




















$4.95 


$4.95 


$3.10 


$3.10 


$0.00 


0.0 


$0.00 


0.0 















BELLINGHAM & NORTHERN R. R. 



SINGLE-EXPANSION 
LOCOMOTIVES. 

Class B3, OOOo> 


1 


1 


34 


34 




















$4.15 


$4.30 


$2.45 


$2.50 


$0.15 


3.6 


$0.05 


2.0 


Class B4, OOOOo> 


3 


3 


55 


55 




3.50 
4.50 


4.25 
4.85 


2.25 
2.85 


2.70 
2.85 


.75 
.35 


21.4 

7.8 


.45 
.00 


20.0 












.0 


Class C2 OOoo> 


1 


1 


28 


28 






4.15 


4.30 


2.45 


2.50 


.15 


3.6 


.05 


2.0 


Class C3 OOOoo> 


3 


1 


58 


52 




Freight 


4.50 


4.85 


2.85 


2.85 


.35 


7.8 


.00 


.0 















BELT RAILWAY CO. OF CHICAGO. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3 000> 


68 


68 


62 


62 


















Switching— ' 
Transfer — 

80,000 pounds 
and less than 
10 0,000 


$4.40 
4.40 
4.40 


$4.75 
4.75 
4.75 


$2.75 
2.75 
2.75 


$2.95 
3.15 
3.15 


$0.35 
.35 
.35 


8.0 
8.0 
8.0 


$0.20 
.40 
.40 


7.3 


100,000 pounds 
and less than 
14 0,000 










14.5 


140,000 pounds 
and less than 
17 0,000 
pounds 










14.5 



RAILROAD LABOR ARBITRATIONS. 



53; 



Rates paid to locomotive engineers and firemen before and after the arbitration of 191.5. 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

BELT RAILWAY CO. OF CHICAGO— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 






' 


1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES— cjntinued. 

Class A3, 000>— Contd. 
Yard— 

80,000 pounds 
and less than 
10 0,000 










$4.25 
4.25 
4.25 


$4.25 
4.25 
4.40 


$2.50 
2.50 
2.50 


$2.70 
2.70 
2.75 


$0.00 
.00 
.15 


0.0 

.0 

3.5 


$0.20 
.20 
.25 


ao 


100,000 pounds 
and less than 
14 0,000 










8.0 


140,000 pounds 
and less than 
17 0,000 










10.0 


Class A4, 0000 > 


25 


25 It 


102 




Switching- 
Transfer— 

200,000 and less 
than 250,000 






4.50 


4.75 


3.10 


3.15 


.25 


5.6 


.05 


1.6 


Class B4, O000o> 


4 


4 


83 


83 




Switching— 

140,000 and less 
than 170,000 
pounds 


4.50 


4.75 


3.10 


3.15 


.25 


5.6 


.05 


1.6 


Class C2, 00 oo > 


1 


1 


30 


30 




Switching- 
Less than 80,000 
pounds on drivers 


4.50 


4.75 


3.10 


3.15 


.25 


5.6 


.05 


1.6 













CHICAGO & ALTON R. R. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A2, 00> 


3 


2 


36 


37 


















Switching- 


$4.25 
4.00 


$4.25 
4.25 


$2.50 
2.40 


$2.70 
2.70 


$0.00 
.25 


0.0 
6.3 


$0.20 
.30 


8.0 












12.5 


Class A3, 000> 


55 


51 


66 


68 




Switching- 


4.25 

4.00 


4.40 
4.40 


2.50 
2.40 


2.75 
2.75 


.15 

.40 


3.5 
10.0 


.25 
.35 


10.0 












14.6 


Class B3, OOOo> 


68 


68 


70 


70 




Passenger 


4.40 
4.95 

4.25 
4.00 


'5.*io' 

4.40 
4.40 


2.65 
3.20 

2.50 
2.40 












Freight 










3.20 

2.75 
2.75 


.15 

.15 
.40 


3.0 

3.5 
10.0 


.00 

.25 
.35 


.0 


Switching — 

First -class vards . . . 










10.0 












14.6 


Class B4, OOOOo> 


54 


54 


91 


91 




Freight 


5.15 

4.25 
4.00 


5.30 

4.40 
4.40 


3.25 

2.50 
2.40 


3.45 

2.75 
2.75 


.15 

.15 

.40 


2.9 

3.5 
10.0 


.20 

.25 
.35 


6.2 


Switching- 










10.0 


Second-class yards. 










14.6 


Class C2, OOoo> 


45 


33 


35 


38 




Passenger- 
Less than 80,000 
pounds on drivers 
100,000 and less 
than 140,000 
pounds on drivers 
Freight 


4.15 

4.15 
4.90 


4.30 

4.40 
4.90 


2.40 

2.40 

2.87 


2.50 

2.65 

2.87 


.15 

.25 
.00 


3.6 

6.0 
.0 


.10 

.25 
.00 


4.2 










10.4 










.0 



536 



BAILROAC- LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 





CHICAGO & ALTON R. 


R.— Continued. 










Num- 
ber. 


Aver- 
age 
weight 

on 
drivers 
(tons). 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 


Engineers. 


Firemen. 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


single-expansion loco- 
motives— continued. 

Class C3, OOOoo> 


24 


24 


61 


61 




















$4.40 
4.95 

4.25 
4.00 


$4.40 
4.95 

4.40 
4.40 


$2.65 
3.20 

2.50 
2.40 


$2.65 
3.20 

2.75 
2.75 


$0.00 
.00 

.15 
.40 


0.0 

.0 

3.5 
10.0 


$0.00 
.00 

.25 
.35 





Freight 










.0 


Switching- 










10.0 


Second-class yards. 










14.6 


Class E4, oOOOOo> 


50 


50 


107 


107 






5.30 


5.45 


3.75 


3.75 


.15 


2.8 


.00 


.0 


Class F2, oOOoo> 


9 


9 


49 


49 






4.40 
4.95 


4.40 


2.65 
3.20 


2.65 


.00 


.0 


.00 


.0 


Freight 












Class F3, oOOOoo> 


35 


35 


78 


78 












Passenger— 

170,000 and less than 
200,000 pounds on 
drivers 


4.40 

4.40 
4.95 


4.40 

4.45 


2.65 

2.65 
3.20 


2.70 
2.85 


.00 
.05 


.0 
1.1 


.05 
.20 


1.9 


200,000 and less than 
250,000 pounds on 
drivers 










7.5 


Freight . . . . 












FOUE-CYLINDER COMPOUND 
LOCOMOTIVES. 

Class E6, oOOOOOOo> 
(Mallet) 


2 


2 


142 


143 














6.05 


6.50 


4.00 


4.25 


.45 


7.4 


.25 


6.3 















CHICAGO & NORTH WESTERN RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000> 

Oil 


7 
290 


7 
290 


47 

58 


47 
58 


















Coal 


















Switching — 


$4.25 
4.00 


$4.40 
4.25 
4.70 


$2.50 
2.40 


$2.75 
2.70 
2.80 


$0.15 
.25 


3.5 
6.3 


$0.25 
.30 


10.0 












12.5 














Class B3 OOOo> 


16 


16 


51 


51 














4.50 

4.95 

4.60 
5.25 


4.95 

4.60 
5.25 


2.80 

3.10 

2.80 
3.35 












Freight— 

86,000 pounds on 










3.10 

2.80 
3.40 


.00 

.00 

.00 


.0 

.0 
.0 


.00 

.00 
.05 


.0 


44,500 pounds on 
drivers, narrow 










.0 












1.5 


Class B4, OOOOo> 


251 


251 


105 


105 






5.40 


5.45 
5.75 


3.75 


3.75 
4.05 


.05 


.9 


.00 


.0 














Class C2, OOoo> 

Oil 


42 

249 


42 

225 


30 
32 


30 
33 












Coal 


















Oil- 
Passenger— 

19 by 24 inch 


4.40 
4.40 
4.20 


4.40 

4.40 
4.30 


2.65 
2.65 
2.65 


2.65 
2.65 
2.65 


.00 
.00 
.10 


.0 

.0 

2.4 


.00 
.00 
.00 


.0 


18 by 24 inch 










.0 


17 by 24 inch 
cylinders 










.0 



RAILROAD LABOR ARBITRATIONS. 



537 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

CHICAGO & NORTH WESTERN RY.— Continued. 





Num- 
ber. 


Aver- 
age 
weight 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increas 
fireme 


e to 


Class. 


on 
drivers 
(tons). 


Engineers. 


Firemen. - 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES — continued. 

Class C2, OOoo>— Contd. 

Oil— Continued. 

Freight— 

17 by 24 inch 
cylinders 










$4.60 
4.60 

4.00 

4.40 
4.40 
4.20 

4.60 
4.60 

4.90 
4.90 
4.00 


$4.75 
4.75 

4.25 

4.40 
4.40 
4.30 

4.75 
4.75 

5.05 
5.05 
4.25 


$2.70 
2.75 

2.40 

2.65 
2.65 
2.65 

2.85 
2.90 

3.10 
3.15 
2.40 


$2.75 
2.75 

2.70 

2.65 
2.65 
2.65 

2.85 
2.90 

3.15 
3.20 
2.70 


$0.15 
.15 

.25 

.00 
.00 
.10 

.15 
.15 

.15 
.15 
.25 


3.3 
3.3 

6.3 

.0 

.0 

4.4 

3.3 
3.3 

3.1 

3.1 
6.3 


$0.05 
.00 

.30 

.00 
.00 
.00 

.00 

.00 

.05 
.05 
.30 


1.9 


18 by 24 inch 
cylinders 










.0 


Way freight — 

Switching (sec- 
ond-class 
yards) 










12.5 


Coal- 
Passenger— 

19 by 24 inch 










.0 


18 by 24 inch 
cylinders 










.0 


17 by 24 inch 
cylinders 










.0 


Freight— 

17 by 24 inch 
cylinders 










.0 


18 by 24 inch 
cylinders 










.0 


Way freight— 

17 by 24 inch 
cylinders 










1.6 


18 by 24 inch 
cylinders 










1.6 


Switching (second- 
class yards) 










12.5 


Class C3, OOOoo> 

Oil 


63 


ftt 


56 

58 


56 
58 




Coal 


642 «3fi 


















Oil- 
Passenger— 

20 by 26 inch 
cylinders 






4.50 
4.50 

5.20 
4.95 
4.95 
4.95 
5.05 

5.25 
5.25 
5.35 
4.25 

4.50 


4.50 
4.50 

5.20 
4.95 
4.95 
4.95 
5.05 

5.25 


3.05 
2.80 

3.15 
2.95 
2.95 
2.95 
3.15 

3.20 


3.05 
2.80 

3.15 

2.95 
2.95 
2.95 
3.15 

3.25 
3.25 
3.45 
2.70 

2.80 
2.80 
2.80 
3.05 


.00 
.00 

.00 
.00 
.00 
.00 
.00 

.00 
.00 
.00 
.00 

.00 


.0 
.0 

.0 
.0 
.0 
.0 
.0 

.0 
.0 
.0 
.0 

.0 


.00 
.00 

.00 
.00 
.00 
.00 
.00 

.05 
.05 
.05 
.20 

.00 


.0 


18 by 24 inch 
cylinders 










.0 


Freight— 

21 by 26 inch 
cylinders 










.0 


18 by 26 inch 
cylinders 










.0 


19 by 24 inch 
cylinders 










.0 


18 by 24 inch 
cylrnriprs 










.0 


20 by 26 inch 
cylinders 










.0 


Way freight — 

18 by 26 inch 
cylinders 










1.6 


19 by 24 inch 
cylinders 










5. 25 S. 20 


1.6 


20 by 26 inch 
cylinders 










5.35 
4.25 

4.50 
4.50 
4.50 
4.50 


3.40 
2.50 

2.80 
3.05 


1.5 


Switching (second- 
class yards) 










8.0 


Coal- 
Passenger— 

18 by 24 inch 
cylinders 










.0 


19 by 24 inch 
cylinders 












18 by 26 inch 
cylinders 




















20 by 26 inch 
cylinders 










4.50 


.00 


.0 


.00 


.0 



538 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — -Continued. 

CHICAGO & NORTH WESTERN RY.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1 
1915 


1914 


1 
1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


single-expansion LOCO- 
MOTIVES— continued. 

Class C3, OOOoo>— Contd. 
Coal— Continued. 
Freight— 

18 bv 24 inch 










H. 95 


$4. 95 
4.95 
4.95 
5.05 
5.20 

5.25 
5. 25 
5.25 
5.35 
5.50 
4.25 
4.25 


?3. 10 
3.10 
3.10 
3.30 
3.30 

3.35 
3.35 
3.35 
3.55 
3.55 
2.50 
2.40 


13.10 
3.10 
3.10 
3.30 
3.30 

3.40 
3.40 

3.40 
3.60 
3.60 
2.70 
2.70 


$0.00 
.00 
.00 
.00 
.00 

.00 
.00 
.00 
.00 
.00 
.00 
.25 


0.0 
•0 
.0 
.0 
.0 

.0 
.0 
.0 

.0 

.0 

.0 

6.3 


10. 00 
.00 
.00 
.00 
.00 

.05 
.05 
.05 
.05 
.05 
.20 
.30 





18 by 26 inch 










4.95 
4.95 
5.05 
5.20 

5.25 
5.25 
5.25 
5.35 
5.50 
4.25 
4.00 


.0 


19 by 24 inch 










.0 


20 by 26 inch 










.0 


21 by 26 inch 










.0 


Way freight— 
18 by 24 inch 
cylinders 










1.5 


18 by 26 inch 










1.5 


19 by 24 inch 










1.5 


20 by 26 inch 










1.4 


21 by 26 inch 










1.4 


Switching- 
First-class yards 
S e c on d -class 
yards 










8.0 










12.5 


Class C4, OOOOoo> (oil) . . 


5 


5 


27 


27 






4.95 
4.95 


4.95 
4.95 


2.95 
2.95 


3.10 
3.10 


.00 
.00 


.0 
.0 


.15 
.15 


5.1 








1 


5.1 


Class E4, oOOOOo> 


35 


60 


114 114 






5.65 


5.65 


3.75 


3.75 


.00 


.0 


.00 


.0 


Class F2, oOOoo>: 

Oil 


6 

85 


6 

85 


46 46 
46 46 




Coal 


















Passenger 


4.40 


4.40 


2.80 


2.80 


.00 


.0 


.00 


.0 


Class F3, oOOOoo> ... 


139 


154 


73 72 




Passenger — 

23 by 28 inch cylin- 
ders 






4.65 

4.65 

4.50 
5.20 
5.50 


4.65 

4.65 

4.50 
5.20 


3.10 

3.10 

3.05 
3.30 
3.55 


3.10 

3.10 

3.05 
3.30 


.00 

.00 

.00 
.00 


.0 

.0 

.0 
.0 


.00 

.00 

.00 
.00 


.0 


25 by 28 inch cylin- 
ders 










.0 


22 by 26 inch cylin- 










.0 


Freight 










.0 



































CHICAGO AND WESTERN INDIANA RAILROAD. 



SINGLE-EXPANSION 
LOCOMOTIVES. 

Class A3, 000> 


7 


7 


71 


75 




















$4.25 


$4.40 


$2. 50" 


$2.75 


$0.15 


3.5 


$0.25 


10.0 


Class A4, OOO 0> .. 


5 


5 


107 


107 






4.40 


5.45 


2.70 


3.70 


1.05 


23.9 


1.00 


37.0 


Class B3, OOOo> 


12 


12 


78 


78 






4.25 


4.40 


2.50 


2.75 


.15 


3.5 


.25 


io.6 


Class E3,oOOOo> .. 


3 


3 


66 


66 






5.27 


5.27 


2.95 


2.95 


.00 


.0 


.00 


.0 















RAILROAD LABOR ARBITRATIONS. 



539 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — ■Continued. 

CHICAGO, BURLINGTON & QUINCY R. R. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION 
LOCOMOTIVES. 

Class A2, 00> 


15 


8 


30 


30 


















Switching- 


$4.25 
4.00 


$4.25 
4.25 


$2.50 
2.40 


$2.70 
2.70 


$0.00 
.25 


0.0 

6.3 


$0.20 
.30 


8.0 












12.5 


Class A3, 000> 

Oil \ 

Coal / 


337/ 


1 

302 


r* 


/58 
\58 




















Switching — 


4.25 
4.00 


4.40 
4.25 


2.50 
2.40 


2.75 
2.70 


.15 
.25 


3.5 
6.3 


.25 
.30 


10.0 












12.5 


Class A5, 00000> 


3 


3 


75 


75 




Switching — 


4.25 
4.00 


4.40 
4.40 


2.50 
2.40 


2.75 
2.75 


.15 
.40 


3.5 
10.0 


.25 
.35 


10.0 












14.6 


Class B3, OOOo> 


206 


200 


51 


51 




Freight— 

H5 engine — 

Through 


4.80 
5.10 

5.00 
5.30 

5.15 
5.30 


5.00 
5.30 

5.15 
5.30 


2.95 
3.20 

3.15 
3.40 

3.30 
3.55 












Local 




















91,500 and 106,- 
500 pounds 
on drivers- 
Through 










3.15 

3.45 

3.30 
3.60 


.00 
.00 

.00 
.00 


.0 
.0 

.0 
.0 


.00 
.05 

.00 
.05 















1 5 


111,500 and 
121,5O0pounds 
on drivers — 
Through . . . 























1 4 


Class B4, OOOOo> 

Oil 


4 
110 


11 
103 


90 
86 


86 

86 




Coal 


















Freight— 

101,820 pounds on 
drivers, coal — 
Through 


5.00 
5.30 

5.00 
5.30 

5.15 
5.45 

5.15 
5.45 

5.40 
5.70 

5.40 
5.70 


5.00 
5.30 

5.00 
5.30 

5.15 
5.45 

5.15 
5.45 

5.40 
5.70 

5.40 
5.70 


3.15 
3.40 

3.00 
3.30 

3.30 
3.55 

3.30 
3.55 

3.60 
3.85 

3.60 
3.85 


3.15 
3.45 

3.15 
3.45 

3,30 
3.60 

3.30 
3.55 

3,60 
3.90 

3.60 
3.85 


.00 
.00 

.00 
.00 

.00 
.00 

.00 
.00 

.00 
.00 

.00 
.00 


.0 
.0 

.0 
.0 

.0 
.0 

.0 
.0 

.0 
.0 

.0 
.0 


.00 
.05 

.15 

.15 

.00 
.05 

.00 
.00 

.00 
.05 

.00 
.00 















1 5 


101,820 pounds on 
drivers, oil — 
Through 










5 












4.5 


128,800 pounds on 
drivers, coal- 












Local 










1 4 


128,800 pounds on 
drivers, oil- 
Through 










.0 


Local 










.0 


164,400 to 179,200 
pounds on driv- 
ers, coal— 























1 3 


164,000 to 179,200 
pounds on driv- 
ers, oil — 
Through 













Local 










.0 


Class C2, OOoo> 


179 


159 


27 


27 




Passenger— 

48,000 to 53,600 
pounds on driv- 


4.15 
4.40 
4.40 


4.30 
4.40 
4.40 


2.40 
2.65 
2.75 


2.50 
2.65 

2.75 


.15 
.00 
.00 


3.6 
.0 
.0 


.10 
.00 
.00 


4.2 




54,500 pounds on 










66,000 pounds on 
drivers... 










.0 



540 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

CHICAGO, BURLINGTON & QUINCY R. R.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increas 
flreme 


;to 
n. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 






! 

1914' 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 

cent. 


single-expansion loco- 
motives— continued. 

Class C3, OOOoo> 

Oil 


5 
121 


10 
112 


59 
53 


54 
54 


















Coal 




















$4.15 

4.40 
4.40 

4.40 
4.40 

4.40 
4.40 

4.40 


$4.40 
4.40 

4.40 

4.40 
4.40 

4.40 


$2.40 

2.75 
2.65 

2.95 
2.75 

2.75 
2.65 

2.95 












Passenger, coal — 

90,200 to 100,700 
pounds on driv- 










$2.75 
2.65 

2.95 


$0.00 
.00 

.00 


0.0 
.0 

.0 


$0.00 
.00 

.00 


0.0 


87,000 pounds on 










.0 


121,400 to 141,700 
pounds on 










.0 














Passenger, oil — 

90,200 to 100,700 
pounds on 










2.75 
2.65 

2.95 


.00 
.00 

.00 


.0 
.0 

.0 


.00 
.00 

.00 


.0 


87,000 pounds on 










.0 


121,400 to 141,700 
pounds on 
drivers 










.0 


Class E3 oOOOo> 


427 


427 


73 


73 




Freight, 110,270 pounds 
on drivers — 


5.00 
5.30 

5.15 
5.45 

5.40 
5.70 


5.00 
5.30 

5.15 

5.45 

5.40 
5.70 


3.15 
3.40 

3.30 
3.55 

3.60 
3.85 


3.15 
3.45 

3.30 
3.60 

3.60 
3.90 


.00 
.00 

.00 
.00 

.00 
.00 


.0 
.0 

.0 
.0 

.0 

.0 


.00 
.05 

.00 
.05 

.00 
.05 


.0 












1.5 


130,500 and 131,000 
pounds on drivers — 
Through 










.0 


Local 










1.4 


151,000 and 152,000 
Through 










.0 














Class E4, oOOOOo> 

Freight— 

198,550 pounds on 
drivers — 
Through 


160 


160 


108 


108 




5.40 

5.70 

5.65 
5.95 


5.40 
5.70 

5.65 
5.95 


3.75 
4.00 

3.75 
4.00 


3.75 
4.05 

3.75 
4.05 


.00 
.00 

.00 
.00 


.0 
.0 

.0 
.0 


.00 
.05 

.00 
.05 


.0 


Local 










1.3 


227,000 pounds on 
drivers- 
Through 










.0 












1.3 


Class E5, oOOOOOo> 

Freight— 

301,800 pounds on 
drivers — 
Through 


5 


40 


151 


149 




5.65 
5.95 


5.75 
6.05 

5.65 
5.95 


4.00 
4.25 


4.00 
4.30 

4.00 
4.30 


.10 
.10 


1.8 
1.7 


.00 
.05 


.0 


Local 










1.2 


295,950 pounds on 
drivers — 
































Class F2 oOOoo> 


27 


27 


46 


47 














4.40 


4.40 


2.95 


2.95 


.00 


.0 


.00 


.0 


Class F3, oOOOoo> 


120 


120 


76 


76 




4.60 


4 60 


3.05 


3.05 


.00 


.0 


.00 


.0 


Class B3, OOOo> (narrow 


2 


2 


30 


30 




Freight 


4.60 


4.60 


3.30 


3.30 


.00 


.0 


.00 


.6 


Class B4, OOOOo> (nar- 
row gauge): 
Oil 


!.:. 


{ i 


! }40 
1.... 


/40 
\40 




Coal 


















Freight 


4.60 


4.60 


3.30 


3.30 


.66 


.0 


.66 


.6 



RAILROAD LABOR ARBITRATIONS. 



41 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

CHICAGO, BURLINGTON & QUINCY R. R.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 

cent. 


Amount. 


Per 

cent. 


FOUR-CYLINDER COMPOUND 
LOCOMOTIVES. 

Class E6, oOOOOOOo> 
Oil 


2 

16 


4 

14 


i36 


158 
158 


















Coal 
















Through freight 


$6.40 
6.40 


?6.50 
6.50 




S4.00 
4.25 


$4. 25 
4.25 


$0.10 
.10 


1.6 
1.6 


$0.25 
.00 


6.3 


Local freight 










.0 


Class F2, oOOoo> 


30 


30 


49 


47 






4.40 


4.40 


2.95 


2.95 


.66 


.0 


.00 


.0 


Class E8,oOOOOOOOOo> 


1 


1 


203 


203 




Through freight 


6.40 
6.40 


6.50 
6.50 


4.00 
4.25 


4.25 
4.25 


.10 
.10 


1.6 
1.6 


.25 
.00 


6.3 












.0 















CHICAGO GREAT WESTERN R. R. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, OOO > 


24 


24 


60 


59 


















Switching- 
First-class yards . . . 


$4.25 
4.25 


$4.40 
4.25 


$2.50 
2.50 


$3.25 
3.10 


$0.15 
.00 


3.5 
.0 


$0.75 
.60 


30.0 












24.0 


Class 4.4, 0000>... 


11 


11 


89 


90 






4.25 


4.40 


2.50 


3.25 


.15 


3.5 


.75 


30.0 


Class B3, OOOo> 


29 


28 


44 


44 






4.50 
4. SO 


4.50 
4.80 
4.25 


2.65 
3.05 
2.50 


2.65 
3.05 
3.10 


.00 
.00 
.00 


.0 
.0 
.0 


.00 
.00 

.60 


.0 


Freight 










.0 












4.25 


24.0 


Class B4, OOOOo> 


47 


47 


97 


97 




Freight— 

198,850 pounds on 


5.30 

5.30 
4.25 


5.30 

5.30 
4.40 


3.75 

3.25 
2.50 


3.75 

3.45 
3.25 


.00 

.00 
.15 


.0 

.0 
3.5 


.00 

.20 
.75 


.0 


198,850 pounds on 
drivers (s u p e r- 










6.2 












30.0 


Class C2, OOoo> 


26 


25 


33 


33 




Passenger- 
Cylinders less than 
18 inches 


4.30 

4.40 
4. 60 


4.30 

4.40 
4.75 


2.45 

2.65 
2.85 


2.50 

2.65 
2.85 


.00 

.00 
.15 


.0 

.0 
3.3 


.05 

.00 

.00 


2.0 


Cylinders IS inches 
and over 










.0 


Freight 










.0 


Class C3, OOOoo> 


37 


37 


63 


63 






4.50 
5.05 
4.25 


4.50 
5.05 
4.25 


2.80 
3.25 
2.50 


2.80 
3.25 
3.10 


.00 
.00 
.00 


.0 
.0 
.0 


.00 
.00 
.60 


.0 












.0 










24.0 


Class E3, oOOOo> 


74 


73 


69 


69 






4.50 
5.10 

4.25 
4.25 


4.50 
5.10 

4.40 
4.25 


2.80 
3.25 

2.50 
2.50 


2.80 
3.25 

3.25 

3.10 


.00 
.00 

.15 

.00 


.0 
.0 

3.5 
.0 


.00 
.00 

.75 
.60 


.0 


Freight 










.0 


Switching- 










30.0 












24.0 


Class E4, oOOOOo> 


10 


10 


109 


109 




Freight 


5.55 


5.55 


3.50 


3.70 


.00 


.0 


.20 


5.7 


Class F3, oOOOoo> 


23 


24 


65 


66 




Passenger 


4.50 


4.50 


2.80 


2.80 


.00 


.0 


.00 


.0 


FOUR-CYLINDER COMPOUND 
LOCOMOTIVES. 

Class E6, oOOOOOOo> 
(Mallet) 


13 


13 


149 


137 




Freight— 

Through 


6.05 
6.30 


6.05 
6.50 


4.00 
4.00 


4.00 
4.25 


.00 
.20 


.0 
3.2 


.00 
.25 


.0 


Local (switching) . . 










6.3 















542 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 



CHICAGO JUNCTION RY. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 

cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000 > 


56 


58 


66 


66 




















$4.25 


$4.40 


$2.65 


$2.75 


$0.15 


3.5 


$0.10 


3 8 


Class B4,OOOOo> 




1 




109 










4.40 




2.75 































CHICAGO, MILWAUKEE & ST. PAUL RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A2, 00 > 


52 


48 


32 


32 


















Switching- 
First-class yards 


$4.25. 
4.00 


?4.25 
4.25 


$2.55 
2.50 


$2.70 
2.70 


$0.00 
.25 


0.0 
6.3 


$0.15 
.20 


5.9 
8.0 


Class A3, 000> 

Oil 


13 
226 


13 
226 


57 
59 


60 
60 




Coal 


















Switching — 


4.25 
4.00 


4.40 
4.25 


2.55 
2.50 


2.75 
2.70 


.15 
.25 


3.5 
6.3 


.20 
.20 


7.8 












8.0 


Class B3, OOOo> 

Oil 


4 
3 


4 
5 


70 
37 


48 
48 




Coal 


















Freight, oil burners — 
55,800 pounds on 
drivers 


4.60 
5.00 
5.20 

4.60 
5.00 
5.20 


4.60 
5.00 
5.20 

4.60 
5.00 
5.20 


2.75 
2.95 
3.10 

2.80 
3.10 
3.25 


2.75 
2.95 
3.10 

2.80 
3.10 
3.25 


.00 
.00 
.00 

.00 

.00 
.00 


.0 
.0 
.0 

.0 
.0 
.0 


.00 
.00 
.00 

.00 
.00 
.00 


.0 


94,300 pounds on 
drivers 










.0 


139,000 pounds on 
drivers 










.0 


Freight, coal burners — 
55,800 pounds on 










.0 


94,300 pounds on 
drivers 










.0 


139,000 pounds on 










.0 


Class B4, OOOOo> 

Oil.. 


14 

186 


14 
186 


78 
90 


90 
90 




Coal 


















Freight, oil burners — 
156,400 pounds on 
drivers 


5.30 
5.30 

5.30 
5.30 


5.30 
5.30 

5.30 
5.30 


3.15 
3.35 

3.30 
3.50 


3.15 
3.35 

3.30 
3.50 


.00 
.00 

.00 
.00 


.0 
.0 

.0 
.0 


.00 
.00 

.00 
.00 


.0 


186,500 pounds and 
over on drivers. . . 










.0 


Freight, coal burners— 
156,400 pounds on 










.0 


186,500 pounds and 










.0 


Class C2, OOoo> 

Oil 


2 
347 


2 
339 


22 

28 


27 
27 




Coal 


















Oil burners — 


4.40 
4.60 

4.40 
4.60 


4.40 
4.75 

4.40 
4.75 


2.50 
2.65 

2.65 
2.80 


2.50 
2.75 

2.65 
2.80 


.00 
.15 

.00 
.15 1 


.0 
3.3 

.0 
3.3 


.00 
.10 

.00 
.00 


.0 


Freight 










3.8 


Coal burners- 










.0 


Freight 










.6 



RAILROAD LABOR ARBITRATIONS. 



543 



Bates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued . 

CHICAGO, MILWAUKEE & ST. PAUL RY.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per 
miles or 
less to— 


day of 100 
10 hours or 


Increase to 
engineers. 


Increas 
fireme 


eto 
n. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 

m oti ves— continued. 

Class C3, OOOoo> 

Oil 


?4 


23 
314 


48 
51 


52 
52 
















-_. 


Coal 


9CJfi 


















?4.70 
4.70 

5.00 
5.20 

5.00 
5.20 


14. 70 

4.70 

5.00 
5.20 

5.00 
5.20 


?2.95 


§2.95 


SO. 00 
.00 

.00 
.00 

.00 
.00 


0.0 
.0 

.0 
.0 

.0 

.0 


SO. 00 
.00 

.00 
.00 

.00 
.00 


0.0 










3. 10 3. 10 


.0 


Oil burners, freight— 
74,000 to 92,100 
pounds on drivers 
Over 140,000 pounds 










2.95 
3.10 

3.10 
3.25 


2.95 
3.10 

3.10 
3.25 


.0 










.0 


Coal burners, freight— l 
74,000 to 92,100 I 

pounds on drivers 

Over 100,000 pounds 

on drivers 


.... 






.0 
.0 


Class E3, oOOOo> 

Oil 70 


73 

122 


76 
76 


76 
76 




Coal 


l 9t ) 















Oil burners, freight 




5.20 
5.20 


5.20 
5.20 


3.10 
3.25 


3.10 
3.25 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


Coal burners, freight . . . 










.0 


Class E4, oOOOOo> 
Oil 


5 

170 


4 


mi 


ins 




Coal 


196 infi ins 


















Oil burners, freight— 
201,000 pounds on 
drivers 








5.30 
5.55 

5.30 
5.55 


5.45 
5.55 

5.45 
5.55 


3.60 
3.75 

3.75 
3.75 


3.60 
3.75 

3.75 
3.75 


.15 

.00 

.15 
.00 


2.8 
.0 

2.8 
.0 


.00 
.00 

.00 
.00 


.0 


216,500 pounds on 
drivers 










.0 


Coal burners, freight— 
201,000 pounds on 
drivers 










.0 


216,500 pounds on 
drivers 










.0 


Class F3, oOOOoo> 

Oil 


19 

143 


20 
142 


80 
79 


79 
79 




Coal 


















Oil burners, passenger— 
87,000 pounds on 
drivers 1 


4.55 


4.55 


2.80- 

2.95 

2.95 
3.10 


2.80 
2.95 

2.95 
3.10 


.00 
.00 

.00 
.00 


.0 
.0 

.0 
.0 


.00 
.00 

.00 
.00 


.0 


Over 149,100 pounds 
on drivers 








4.70 


4.70 


.0 


Coal burners, passen- 
ger— 
87,000 pounds on 
drivers 










4.55 
4.70 


4.55 
4 70 


.0 


Over 149,100 pounds 










.0 


Class XI, Shay 


1 


1 


50 


50 






Freight 


4. 60 4 R5 


2.80 


3.00 


.25 


5.4 


.20 


7.1 


four-cylinder compound 
locomotives. 

Class C3, OOOoo> 


163 


145 


61 


58 








Coal burners, freight— 
108,000 pounds on 
drivers 


5.00 


5.00 


3.10 
3.25 


3.10 
3.25 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


Over 123,000 pounds 








1 


5.20 


5.20 


.0 


Class E6, oOOOOOOo> 
Mallet: 
Oil 


20 
21 


21 


IfP 


163 








Coal 


20 167 


163 




















6.30 
6.30 


6.50 
6.50 


4.00 
4.00 


4.25 
4.25 


.20 
.20 


3.2 
3.2 


.25 
.25 


6.3 


Coal burners, freight 




....!.... 


.... 


6.3 



544 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

CHICAGO, MILWAUKEE & ST. PAUL RY.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers- 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 

cent. 


FOUR-CYLINDER COMPOUND 

locomotives— contd. 
Class F2, oO Ooo> 


65 


65 


47 


47 


















Passenger— 

80,000 pounds on 


$4.40 
4.55 


$4.40 
4.55 


$2.75 
2.75 


$2.75 
2.75 


$0.00 
.00 


0.0 
.0 


$0.00 
.00 


0.0 


92,000 to 108,000 
pounds on drivers 










.0 













CHICAGO, ROCK ISLAND & GULF RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000> 


4 


4 


61 


61 


















Switching, oil burn- 
ing- 
First-class vards. . . 


$4.25 
4.00 


$4.25 
4.25 


$2.50 
2.50 


$2. 70 
2.70 


$0.00 
.25 


0.0 
6.3 


$0.20 
.20 


8.0 


Second-class yards. 










8.0 


Class B4,OOOOo> 


36 


36 


94 


94 


.0 


Freight- 
Through 


5.20 
5.45 


5.30 
5.60 


3.60 
3.85 


3.60 
3.90 


.10 
.15 


1.9 

2.8 


.00 
.05 


.0 












1.3 


Class C2, OOoo> 


16 


16 


30 


30 






4.40 


4.40 


2.65 


2.65 


.00 


.0 


.00 


.0 















CHICAGO, ROCK ISLAND & PACIFIC RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

ClassA2,00> 


8 


8 


32 


34 


















Switching — 


$4. 25 
4.00 


$4.25 
4.00 


$2. 40 
2.40 


$2.70 
2.70 


$0.00 
.00 


0.0 
.0 


$0.30 
.30 


12.5 


Second-class yards. 










12.5 


Class A3, 000> 
Oil. 


3 

190 


4 
189 


61 

64 


63 
64 




Coal 


















Switching — 

First-class yards... 


4.25 
4.00 


4.25 
4.40 


2.50 
2.40 


2.75 
2.70 


.00 
.40 


.0 
10.0 


.25 
.30 


10.0 


Second-class yards . 










12.5 


Class B3,OOOo>... . 


56 


56 


45 


45 




Passenger— 

Under 18-inch cyl- 


4.15 

4.40 

5.00 
5.25 

4.25 
4.00 


4.40 

4.40 

5.00 
5.30 

4.25 
4.25 


2.85 

2.85 

3.00 
3.25 

2.50 
2.40 


2.85 

2.85 

3.00 
3.30 

2.70 
2.70 


.25 

.00 

.00 
.05 

.00 
.25 


6.0 
.0 

.0 

1.0 

.0 

6.3 


.00 

.00 

.00 
.05 

.20 
.30 


.0 


18- inch cylinders or 










.0 


Freight- 
Through . . ., 










.0 


Local 










1.6 


Switching- 
First-class yards. . . 










8.0 


Second-class yards . 


.... 








12.5 



RAILROAD LABOR ARBITRATIONS. 



545 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

CHICAGO, ROCK ISLAND & PACIFIC RY.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 

- 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


single-expansion loco- 
motives— Continued. 

Class B4,OOOOo> 

Oil 


}449 


/ 3 




/92 
\85 


















Coal... 


{446 r* 


















Freight- 
Through, consoli- 
dation, 20 and 21 
inch cylinders — 

oil : 






$5.20 
5.20 

5.45 

5.45 

5.20 

5.45 

5.20 
5.45 

4.00 
4.25 


$5.20 
5.20 

5.50 
5.50 

5.45 

5.75 

5.30 
5.60 

4.40 
4.40 


$3.35 
3.35 

3.60 
3.60 

3.75 

4.00 

3.60 
3.80 

2.50 
2.60 


$3.35 
3.35 

3.60 
3.65 

3.75 

4.85 

3.60 
3.90 

2.75 
2.65 


$0.00 
.00 

.05 
.05 

.25 

.30 

.10 
.15 

.40 
.15 


0.0 
.0 

.9 
.9 

4.8 

5.5 

1.9 
2.8 

10.0 

3-5 


$0.00 

.00 

.00 
.05 

.00 

.05 

.00 
.10 

.25 
.05 


0.0 


Coal 










.0 


Local, consolida- 
tion, 20 and 21 
inch cylinders — 
Oil. .. 










.0 


Coal 










1.4 


Through, consolida- 
tion, 24-inch cyl- 
inders and over.. . 










.0 


Local, consolida- 
tion, 24-inch cyl- 
inders and over . . 










1.8 


Other classes — 
Through 










.0 


Local 










2.6 


Switching— , 

First-class yards. . . 










10. 


Second-class yards. 










1.9 


Class C2,OOoo>: 
Oil 


}287 


/ 1 




|44 
\31 




Coal 


{280 r 3J 


















Passenger — 

Under 18-inch cyl- 
inders 






4.15 
4.40 


4.30 
4.40 






.15 
.00 


3.6 
.0 






18-inch cylinders or 


















8-wheel, 18-inch cyl- 
inders and under. 










2.65 
2.75 

2.85 
2.85 

3.10 
3.10 

2.90 
2.90 

3.15 
3.15 

2.40 
2.40' 


2.65 
2.75 

2.85 
2.85 

3.10 
3-20 

2.90 
2.90 

3.15 
3.15 


.00 
.00 

.00 
.00 

.00 
.10 

.00 
.00 

.00 
.00 


.0 


8-wheel, 19- inch 
cylinders 


















.0 


Through freight , 18 and 
19 inch cylinders and 
under— 
Oil 










4.80 
4.80 

5.05 
5.05 

4.80 
4.80 

5.05 

5.05 

4.25 
4.00 


4.80 
4.80 

5.10 
5.10 

4.80 
4.80' 

5.10 
5.10 


.00 
.00 

.05 
.05 

.00 
.00 

.05 
.05 


.0 

.0 

1.0 
1.0 

.0 
.0 

1.0 
1.0 


.0 


Coal 










.0 


Local freight- 
Oil 










0.0 


Coal 










3.2 


Other classes — 

Through freight- 
Oil 










.0 


Coal 










.0 


Local freight — 
Oil.... 










.0 


Coal 










.0 


Switching- 
First-class vards. . . 












Second-class yards. 




















Class C3,OOOoo> 
Oil 


J34S 


( 2 




(60 












Coal 


{.348 f 01 


















Passenger— 

18 and 19 inch cyl- 
inders, connect- 






4.40 


4.40 


2.85 
3.10 


2.85 
3.10 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


20 to 24 inch cylin- 
ders, connecting . . 










4.40 , 4.40 


.0 



51393°— S. Doc. 493, 64-1 35 



546 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

CHICAGO, ROCK ISLAND & PACIFIC RY- Continued. 



- 


Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 

• 


increase to 
engineers. 


Increas 
fireme 


eto 
n. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 

cent. 


Amount. 


Per 
cent. 


single-expansion loco- 
motives— continued. 

Class C3, OOOoo>— Contd. 
Through freight, 18 and 
19 inch cylinders, con- 
necting- 
Oil 










£5.00 
5.00 

5.25 
5.25 

5.10 
-5.10 

5.35 

5.35 

4.25 
4.00 


$5.00 
5.00 

5.30 
5.30 

5.10 
5.10 

5.40 
5.40 

4.40 
4.25 


13.10 
3.10 

3.35 
3.35 

3.30 
3.30 

3.55 
3.55 


$3.10 
3.10 

3-35 
3.40 

3.30 
3.30 

3.55 
3.60 


$0.00 
.00 

.05 
.05 

.00 
.00 

.05 
.05 

.15 
.25 


0.0 
.0 

1.0 
1.0 

.0 
.0 

.9 
.9 

3.5 
6.3 


$0.00 
.00 

.00 
.05 

.00 
.00 

.00 
.05 


0.0 


Coal 













Local freight- 
Oil 










.0 


Coal 










1.5 


Through freight, 20 and 
21 inch cylinders, 
connecting — 
Oil 










.0 


Coal 










.0 


Local freight, 20 and 21 
inch cylinders, con- 
necting- 
Oil 










.0 


Coal 










1.4 


Switching- 
First-class yards . . . 












Second-class yards. 


















18-inch cylinders 
and under 










2.40 
2.50 
2.60 


2.70 
2.70 
2.75 


.30 
.20 
.15 


13.0 


19 and 20 inch cyl- 
inders 


















8.0 


21-inch cylinders 


















5.8 


Class E4, oOOOOo> 


75 


75 


120 


120 












Through freight 


5.45 
5.70 


5.45 
5.75 


3.75 

4.00 


3.75 
4.05 


.00 
.05 


.0 
.9 


.00 

.05 


.0 












1.3 


Class F2, oOOoo> •. 


22 


22 


49 


52 






4.40 


4.40 


2.85 


2.85 


.00 


.0 


.00 


.0 


Class F3,oOOOoo> 

Passenger— 

170,000 pounds and 
over on drivers. . . 


174 


174 


78 


76 




4.40 

4.40 


4.45 
4.40 


3.10 
3.10 


3.10 
3.10 


.05 
.00 


1.1 

.0 


.00 
.00 


.0 


Less than 170,000 
pounds on drivers 










.0 


Class F4,oOOOOoo> 

Passenger 


2 


2 


112 


112 




5.05 


5.05 


3.55 


3.55 


.00 


.0 


.00 


.0 


FOUR-CYLINDER COMPOUND 
LOCOMOTIVES. 

Class F2,oOOoo> 


8 


8 


53 


53 






4.40 


4.40 


2.85 


2.85 


.00 


.0 


.00 


.0 















CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 



Class A2, 00> , 

Switching 

Class A3, 000> 

Switching— 

Under 18-inch cyl- 
inders 

18-inch cylinders 
and over 



50 



50 



30 



$4.25 



4.25 
4.25 



$4.25 



4.25 
4.25 



$2.50 



2.50 
2.55 



$2.70 



2.70 
2.70 



$0.00 



0.0 



$0.20 



RAILROAD LABOR ARBITRATION'S. 



547 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA RY.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 

cent. 


single-expansion loco- 
motives— continued. 

Class B4, OOOOo>.. 


11 


11 


80 


80 


















Freight- 


15. 20 

5.40 


$5.20 
5.45 


$3.30 
3.75 


$3.30 
3.75 


$0.00 
.05 


0.0 
.9 


$0.00 
.00 


0.0 












.0 


Class C2, OOoo> 


107 


94 


29 


30 




Passenger 


4.40 

4.60 
4.60 


4.40 

4.75 
4.75 


2.65 

2.85 
2.90 


2.65 

2.85 
2.90 


.00 

.15 

.15 




3.3 
3.3 


.00 

.00 
.00 


.0 


Freight— 

Under 18-inch cyl- 
linders 










.0 


18 to 21 inch cylin- 










.0 


Class C3, OOOoo>.. 


164 If 


62 


62 




Passenger— 

18 to 19 inch cylin- 
ders 






4.50 
4.50 

4.60 

4.95 
5.05 

5.20 


4.50 
4.50 

4.95 
5.05 

5.20 


2.80 
3.05 

2.85 

3.10 
3.30 

3.30 


2.80 
3.05 


.00 
.00 


.0 
.0 


.00 
.00 


.0 












.0 


Freight— 

Under 18-inch cyl- 












18 to 19 inch cylin- 










3.10 
3.30 

3.30 


.00 
.00 

.00 


.0 
.0 

.0 


.00 
.00 

.00 


.0 


20-inch cylinders . . . 










.0 


21 to 23 inch cylin- 
ders 










.0 


Class E4, oOOOOo> 


16 


16 


114 


114 




Freight 


5.65 


5.65 


3.75 


3.75 


.00 


.0 


.00 


.0 


Class F2, oOOoo> . . - 


7 


7 


46 


46 




Passenger 


4.40 


4.40 


2.80 


2.80 


.00 


.0 


.00 


.0 


Class F3, oOOOoo> 


31 


31 


73 


73 




Passenger— 

21 to 23 inch cylin- 
ders 


4.50 
4.65 


4.50 
4.65 


3.05 
3.10 


3.05 
3.10 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


25-inch cylinders . . . 





























COLORADO & SOUTHERN RY. 



SINGLE-EXPANSION locomo- 
tives. 

Class A3, 000> 

Switching 


23 


19 


62 


64 


















Less than 140,000 


$4.25 
4.25 


$4.25 
4.40 


$2.50 
2.50 


$2.70 
2.75 


$0.00 
.15 


0.0 
3.5 


$0.20 
.25 


8.0 


Over 140,000 pounds 










10.0 


Class B3, OOOo> 


14 


13 


32 


33 




Passenger (narrow 
gauge) 


4.20 
4.80 


4.20 

4.80 


2.40 
2.90 


2.40 
2.90 


.00 
.00 


.0 
.0 


.00 
.00 


.0 












.0 


Class B4, OOOOo> 

Coal 


105 

7 


}l09 


/62 
\86 


} 65 




Oil 




4.94 
5.20 
5.30 
5.55 


4.94 
5.20 
5.30 
5.55 


3.07 
3.19 
3.55 
3.65 


3.07 
3.19 
3.55 
3.65 


.00 
.00 
.00 
.00 


.0 
.0 
.0 
.0 


.00 
.00 
.00 
.00 




Freight (narrow gauge) . 


.0 


18 by 24 inch cylin- 










.0 


21 by 28 inch cylin- 
ders 










.0 


22 by 28 inch cylin- 
ders. 










.0 



548 



KAILROAD LABOE ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — -Continued. 



COLORADO & SOUTHERN RY.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


single-expansion loco- 
motives— continued. 

Class C2, OOoo> 


4 


3 


30 


30 


















Passenger — 

17 by 24 inch cylin- 


$4.25 
4.40 


$4.25 
4.40 


$2.40 
2.65 


$2.40 

2.65 


$0.00 
.00 


0.0 
.0 


$0.00 
.00 





18 by 24 inch cylin- 













ClassC3, OOOoo>: 

Coal 


19 

4 


19 

4 


62 

54 


62 
54 




Oil 




















4.40 


4.40 


2.65 


2.65 


.00 


.0 


.00 


.0 


Class E4, oOOOOo> 


5 


5 


99 


99 




Freight 


5.55 


5.55 
5.60 


3.75 


3.75 

3.80 


.00 


.0 


.00 


o 


Class E5, oOOOOOo>: 
Freight 




5 
5 








Class F3, oOOOoo> 


5 


77 


77 














4.60 


4.60 


3.75 


3.75 


.00 


.0 


.00 


.0 


FOUR-CYLINDER COMPOUND 
LOCOMOTIVES. 

Class B4, OOOOo>(oil) 


12 


12 


89 


89 




Freight— 

22 by 28 inch cylin- 
ders 


5.55 


5.55 


3.65 


3.65 


.00 


.0 


.00 


.0 















DAVENPORT, ROCK ISLAND. & NORTH WESTERN RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A2, 00> 


3 


2 


32 


32 




















$4.00 


$4.25 


$2.50 


$2.70 


$0.25 


6.3 


$0.20 


8.0 


Class A3, 000> 


8 


9 


38 


44 






4.00 


4.25 


2.50 


2.70 


.25 


6.3 


.20 


8.0 


Class C2, 00 oo > 


1 


1 


26 


26 




Work train 


4.20 


4.75 


2.65 


2.75 


.55 


13.1 


.10 


3.8 















DENVER & "RIO GRANDE R. R. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000> 


16 


16 


70 


70 




















$4.25 


$4.40 


$2.70 


$2.75 


$0.15 


3.5 


$0.05 


1.9 


Class A4 0000> 


9 


9 


30 


31 






4.25 


4.25 


2.70 


2.70 


.00 


.0 


.00 


.0 


Class A6, qOOOOO> 


5 


7 


89 


66 




4.25 


4.25 


2.70 


2.70 


.00 


.0 


.00 


.0 


Class B3, OOOo> 


32 


32 


50 


50 






4,25 
5.31 


4.25 
5.31 


2.70 
3.50 


2.70 
3.50 


.00 
.00 


.0 
.0 


.00 

.00 


.0 


Freight .7 










.0 


Class B4, OOOOo> 


340 


340 


62 


62 




Freight— 

117,500 pounds on 


5.31 
5.54 


5.31 
5.54 


3.60 
3.75 


3.60 
3.75 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


194,000 pounds or 










.0 


Class C3, OOOoo> 


156 


156 


53 


53 




Passenger — 


4.60 
4.60 


4.60 
4.60 


3.10 
3.00 


3.10 
3.00 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


Utah, lines.... 










.0 



RAILROAD LABOR ARBITRATIONS. 



549 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 



DENVER & RIO GRANDE R. R.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES — continued. 

Class E4, oOOOOo> 


29 


29 


78 


78 


















$5.54 


$5.54 


$3.75 


$3.75 


$0.00 


0.0 


$0.00 


0.0 


Class F3 oOOOoo> 


6 


6 


80 


80 






4.60 


4.60 


3.10 


3.10 


.00 


.0 


.00 


.0 


FOUK-CVLINDER COMPOUND 
LOCOMOTIVES. 

Class E6, oOOOOOOo> . . . 


8 


8 


148 


148 




6.54 


6.54 


4.00 


4.25 


.00 


.0 


.25 


6.3 


Class E8, oOOOOOOOOo> 


16 


16 


197 


197 




6.54 


6.54 


4.00 


4.25 


.00 


.0 


.25 


6.3 















DULUTH, SOUTH SHORE & ATLANTIC RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A2, 00> 


2 




29 
























S4.00 




$2.40 












Class A3, 000> 


5 


4 


37 


36 
















4.00 


$4.25 


2.40 


$2.70 


$0.25 


6.3 


$0.30 


12.5 


Class B3, OOOo> 


32 


29 


40 


40 






4.80 


4.80 


3.00 


3.00 


.00 


.0 


.00 


.0 


Class B4, OOOOo> 


21 


21 


79 


79 




Freight 


5.30 


5.30 


3.25 


3.25 


.00 


.0 


.00 


.0 


Class C2, OOoo> 


22 


21 


27 


27 






4.40 


4.40 


2.65 


2.65 


.00 


.0 


.00 


.0 


Class C3, OOOoo> 


5 


5 


50 


50 




Passenger 


4.40 


4.40 
4.25 


2.65 


2.65 
2.70 


.00 


.0 


.00 


.0 














Class F3, oOOOoo> 


5 


5 


59 


57 












Passenger 


4.40 


4.40 


2.65 


2.65 


.00 


.0 


.00 


.0 















EL PASO & SOUTHWESTERN CO. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000> 


17 


17 


72 


77 




















$4.67 


$4.67 


$3.25 


$3.25 


$0.00 


0.0 


$0.00 


0.0 


Class A4, 0000> 


1 


1 


67 


67 




Switching 


4.67 


4.67 


3.25 


3.25 


.00 


.0 


.00 


.0 


Class B3, OOOo> 


1 


1 


30 


30 






7.07 


7.07 


4.47 


4.47 


.00 


.0 


.00 


.0 


Class B4, OOOOo>: 

Oil 


2 
90 


2 
90 


63 

85 


62 

85 




Coal 


















Oil, mixed 


5.68 

5.33 
5.68 
4.67 


5.68 

5.33 
5.68 
4.67 


3.82 

3.75 
3.82 
3.25 


3.82 

3.75 
3.82 
3.25 


.00 

.00 
.00 
.00 


.0 

.0 
.0 
.0 


.00 

.00 
.00 
.00 


.0 


Coal- 
Freight 










.0 


Mixed 










.0 


Switching 










.0 


Class B5,OOOOOo> 


3 


3 


100 


100 




Freight 


5.60 


5.60 


3.95 


3.95 


.00 


.0 


.00 


.0 


Class C3, OOOoo> 


14 


14 


60 


60 




Passenger 


4.40 
5.33 


4.40 
5.33 


3.10 
3.75 


3.10 
3.75 


.00 

.00 


.0 
.0 


.00 
.00 


.0 


Mixftrl 










.0 


Class E3,oOOOo> 


6 


6 


69 


69 




Passenger 


4.40 


4.40 


3.10 


3.10 


.00 


.0 


.00 


.0 


Class E4,oOOOOo> 


5 


5 


121 


121 




Freight 


5.85 


5.85 


3.75 


3.75 


.00 


.0 


.00 


.0 


Class F3,oOOOoo> 


16 


16 


77 


77 




Passenger 


4.53 


4.53 


3.10 


3.10 


.00 


.0 


.00 


.0 















550 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines— Continued. 



FORT WORTH & DENVER CITY RY. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000> 


12 


12 


69 


69 


















Switching- 
First-class yards 


$4.25 
4.25 


$4.40 
4.25 


$2.50 
2.50 


$2.75 
2.70 


$0.15 
.00 


3.5 
.0 


$0.25 
.20 


10.0 


Second-class yards. . 










8.0 


Class B3, OOOo> 


6 


6 


39 


39 






5.05 
5.55 


5.05 
5.55 


3.05 
3.25 


3.05 
3.25 


.00 
.00 


.0 
.0 


.00 
.00 


.0 












.0 


Class B4, OOOOo> 


43 


43 


81 


79 




19 by 20 inch cylinders- 
Through freight 


5.30 
5.80 

5.45 
5.95 


5.30 
5.80 

5.45 
5.95 


3.40 
3.60 

3.60 
3.80 


3.40 
3.70 

3.60 
3.90 


.00 
.00 

.00 
.00 


.0 
.0 

.0 
.0 


.00 
.10 

.00 
.10 


.0 


Local freight 










2.8 


14 by 22 inch cylinders- 
Through freight 










.0 












2.6 


Class C2, OOoo> 


9 


3 


30 


30 




Passenger 


4.40 


4.40 


2.50 


2.50 


.00 


.0 


.00 


.0 


Class C3, OOOoo> 


13 


13 


66 


66 




Passenger 


4.40 


4.40 


2.70 


2.70 


.00 


.0 


.00 


.0 


Class E4, oOOOOo> (oil)... 




10 




99 










5.45 




3.60 










Class F3, oOOOoo> 


5 


5 


77 


77 












Passenger 


4.40 


4.40 


3.75 


3.75 


.00 


.0 


.00 


.0 















FORT WORTH & RIO GRANDE R. R. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class B3, OOOo> 


9 
"i" 


9 
4 


49 
'28" 


50 
'28' 


















Freight 

Class C2, OOoo> 


$5.00 


$5.00- 


$3.10 


$3.10 


$0.00 


0.0 


$0.09 


00.0 


Passenger — 

Under 18-inch cyl- 
inders 


4.15 
4.40 


4.30 
4.40 


2.40 
2.65 


2.50 
2.65 


.15 

.00 


3.6 
.0 


.10 

.00 


4.2 


18-inch cylinders or 
over 










.0 















FORT WORTH BELT RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A2, 00> 


4 


4 


40 


40 


















Switching 


$4.25 


$4.25 


$2.50 


$2.70 


$0.00 


0.0 


$0.20 


8.0 


Class A3, O00> 


3 


3 


56 


56 




Switching 


4.25 


4.25 


2.50 


2.70 


.00 


.0 


.20 


8.0 















GALVESTON, HARRISBURG & SAN ANTONIO RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 



Class A2,00> (oil) 

Switching- 
First-class yards... 
Second-class yards. 



$4.25 
4.00 



$4.25 
4.25 



$2.50 
2.40 



$2.70 
2.70 



$0.00 
.25 



0.0 
6.3 



$0.20 
.30 



RAILROAD LABOR ARBITRATIONS. 



551 



Bates paid to locomotive engineers, and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — -Continued. 

GALVESTON, HARRISBURG & SAN ANTONIO RY.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 

cent. 


Amount. 


Per 

cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES — continued . 

Class A3, 000>: 

Oil 


26 
3 


27 
2 


63 

52 


63 
45 


















Coal 


















Oil burners,switching — 


$4.25 


?4. 40 
4.25 

4.25 
4.25 


12. 50 

2.40 

2.50 
2.40 


$2. 75 
2.70 

2.70 
2.70 


$0.15 
.25 

.00 
.25 


3.5 
6.3 

.0 
6.3 


$0.25 
.30 

.20 
.30 


10.0 












4.00 

4.25 
4.00 


12.5 


Coal burners, switch- 
ing- 










8.0 












12.5 


Class B3, OOOo>: 

Oil 


54 
1 


56 

1 


64 
56 


64 
56 




Coal - 


















Freight, class B engines 
(oil and coal) — 
Between Valentine 


5.21 

5.69 
5.13 

5.43 

5.94 
5.35 


5.21 

5.69 
5.13 

5.43 

5.94 
5.35 






.00 

.00 
.00 

.00 

.00 
.00 


.0 

.0 
.0 

.0 

.0 
.0 






Between Sanderson 




































Freight, class C engines 
(oil)— 
Valentine and San- 


















Sahderson and Del 
Rio 




































Freight, class B (coal 
burners) — 
Houston and Glid- 
den 










3.03 


a. 03 


.00 

.00 

.00 
.00 
.00 
.00 

.00 
.00 

.00 

.00 

.00 

.00 

.00 
.00 

.00 

.00 

.00 

.00 


.0 
















3. 03 3. ns 






o 


Del Rio and Glid- 
den 














3.14 
3.24 
3.35 
3.55 

2.88 
2.88 

2.99 

3.09 

3.20 

3.40 

3.01 
3.01 

3.12 

3.23 

3.34 

3.55 


3.14 
3.24 
3.35 
3.55 

2.88 
2.88 

2.99 

3.09 
3.20 
3.40 

3.01 

3.01 

3.12 
3.23 
3.34 
3.55 






.0 


El Paso and Valen- 
tine 




















Valentine and San- 
derson 




















Sanderson and Del 
Rio 


















.0 


Freight, class B (oil 
burners) — 
Houston and Glid- 
den 


















.0 


Victoria division . . . 


















.0 


Del Rio and Glid- 
den 


















.0 


El Paso and Valen- 
tine 


















.0 


Valentine and San- 
derson 


















.0 


Sanderson and Del 
Rio 


















.0 


Freight, class C (oil 
burners) — 
Houston and Glid- 
den 


















.0 


Victoria division . . . 




















Del Rio and Gkd- 
den 


















.0 


El Paso and Valen- 
tine 


















.0 


Valentine and San- 
derson 


















.0 


Sanderson and Del 
Bio 


















.0 



552 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — ■Continued. 

GALVESTON, HARRISBURG & SAN ANTONIO RY. CO.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 

cent. 


Amount. 


Per 

cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES — continued. 

Class B4, OOOOo> (oil)... 
Freight, class C en- 
gines- 
Valentine and San- 


48 


48 


94 


94 


















55.43 

5.94 
5.35 


$5.43 

5.94 
5.35 






$0.00 

.00 
.00 


0.0 

.0 
.0 






Sanderson and Del 
Rio 




































Freight, class C en- 
gines- 
Houston and Glid- 










$3.01 
3.01 

3.12 

3.23 

3.34 

3.55 


$3.30 
3.30 

3.30 

3.30 

3.34 

3.55 


$0.29 
.29 

.18 

.07 

.00 

.00 


9.6 




















9.6 


Del Rio and San- 


















5.8 


El Paso and Valen- 


















2.2 


Valentine and San- 


















.0 


Sanderson and Del 
Rio 


















.0 


Class C2, OOoo>: 

Oil 


30 

9 


30 

8 


32 
25 


32 
25 












Coal 


















Branch, mixed — 


4.65 

4.40 

4.40 

4.40 

4.40 
4.80 
4.80 

4.80 

4.15 

4.40 
4.40 


4.65 
4.40 

4.40 

4.40 

4.40 

4.80 
4.80 

4.80 

4.30 

4.40 
4.40 






.00 
.00 

.00 

.00 

.00 
.00 
.00 

.00 

.15 

.00 
.00 


.0 
.0 

.0 

.0 

.0 
.0 
.0 

.0 

3.6 

.0 
.0 
























Port Lavaca 


















Wharton - Palacios 








# 










Hawkinsville 






















































Port Lavaca-Cuero 


















Branch, passenger- 
Less than 18-inch 










2.40 

2.65 
2.65 

2.82 
2.96 

2.40 
2.55 

2.48 
2.63 

2.40 
2.55 

2.72 
2.86 

2.60 
2.75 


2.50 

2.65 
2.65 

2.82 
2,96 

2.40 
2.55 

2.48 
2.63 

2.40 
2.55 

2.72 

2.86 

2.60 
2.75 


.10 

.00 
.00 

.00 
.00 

.00 
.00 

.00 
.00 

.00 
.00 

.00 
.00 

.00 
.00 


4.2 


18-inch cylinders 










.0 












.0 


Branch, mixed — 

Eagle Pass 
Branch- 
Oil 










.0 


Coal 


















.0 


Gonzales Branch — 
Oil 


















.0 


Coal 


















.0 


La Grange 
Branch- 
Oil . 


















.0 


Coal 


















.0 


Port Lavaca 
Branch — 
Oil 


















.0 


Coal 


















.0 


Beeville- Victoria — 
Oil 


















.0 


Coal 


















.0 


Wharton - Palacios 
Branch- 
Oil 


















.9 


Coal 


















.0 



RAILROAD LABOR ARBITRATIONS. 



553 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — 'Continued. 

GALVESTON, HARRISBURG & SAN ANTONIO RY. CO.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increas* 
fireme 


J to 
n. 


Class. 




drivers 
(ions). 


Engineers. 


Firemen. 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 

cent. 


single-expansion loco- 
motives— continued. 

Class C2, OOoo>— Contd. 
Branch, mixed— Contd. 
Hawkinsville 
Branch — 
Oil 














92. 40 


$2.40 






$0.00 
.00 

.00 
.00 


0.0 


Coal 












2.55 


2. 55 






.0 


Clinton Branch- 
Oil 














2. 47 2. 47 






.0 


Coal 














2.62 


2.62 






.0 


Class C3,OOOoo>: 

Oil 


66 
25 


66 
25 


51 

42 


51 
42 












Coal 


















Branch, freight — 

La Grange 
Branch- 
Oil.. 


?4. 80 


S4.80 
4.80 

4.85 

4.90 
4.90 
4.40 


2.60 
2.75 

2.75 

2.65 


2.85 
3.00 

2.75 
2? 85 


§0. 00 
.00 

.05 

.10 
.10 
.00 


0.0 
.0 

1.0 

2.1 

2.1 

.0 


.25 
.25 

.00 

.20 
.25 
.00 


9.6 


Coal 










4.80 
4.80 

4.80 
4.80 
4.40 


9.1 


Wharton-Bay City 
runs 










.0 


Victoria Division, 
locals — 
Oil 










7.5 


Coal 










2. 75 3. 00 


9.1 


Passenger 










2.65 


2.65 


.0 


Class E4, oOOOOo> (oil).. 
Freight- 
Sanderson and Del 
Rio 


22 


22 


105 


105 




5.94 
5.35 


5.94 
5.45 


3.55 
3.23 


3.55 
3.55 


.00 
.10 


.0 
1.9 


.00 
.32 


.0 












10.0 


Class F2,oOOoo> (oil) 


1 


2 


51 


ffi 






Passenger- 
Less than 110,000 
pounds on drivers 




4.40 
4.40 


4.40 
4.60 


2.65 
2.65 


2.65 
2.78 


.00 
.20 


.0 
4.5 


.00 
.13 


.0 


110,000 to 140,000 
pounds on drivers 










4.9 


Class F3, oOOOoo> (oil)... 


12 


12 


86 


86 




Passenger 


4.80 


4.80 


2.90 


2.90 


.00 


.0 


.00 


.0 


FOUK-CYLINDER COMPOUND 
LOCOMOTIVES. 

Class B3, OOOo> 


9 


7 








Freight, class B (oil 
burners) 


5.35 


5.35 


3.01 


3.05 


.00 


.0 


.04 


1.3 


Class E6. oOOOOOOo> . . . 


12 


12 


149 


133 




Freight- 
El Paso and Valen- 
tine 


6.10 
6.10 
6.69 


6.10 
6.10 
6.69 


4.00 
4.00 
4.00 


4.00 
4.00 
4.00 


.00 
.00 
.00 


.0 
.0 
.0 


.00 
.00 
.00 


.0 


Valentine and San- 










.0 


Sanderson and Del 
Rio 










.0 


Class F2, oOO*9> (oil) 

Passenger- 
Less than 110,000 
pounds on drivers 
110,000 to 140,000 
pounds on drivers 


5 


5 


53 . : 








4.40 
4.60 


4.40 
4.60 


2.65 

2.78 


2.65 
2.78 


.00 
.00 


.0 
.0 


.00 
.00 


.0 










.0 













554 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines—Continued. 



GREAT NORTHERN RY. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 

cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000>: 

Oil 


8 
111 


8 
111 


59 

62 


62 
62 


















Coal 


















Switching- 


$4.25 
4.25 


S4.25 
4.25 


$2.35 
2.50 


$2.55 
2.70 


$0.00 
.00 


0.0 
.0 


$0.20 
.20 


8.5 












8.0 


Class A4, <0000>, elec- 


4 


4 


114 


114 






4.90 


4.90 


3.30 


3.30 


.00 


.0 


.00 


.0 


Tlass B2, OOo>, oil motor 


1 


1 


23 


23 






4.40 


4.40 






.00 


.0 






Class B3, OOOo>: 
Oil 


77 
99 


7 
55 


11 
46 


39 
39 










Coal 


















Freight- 
Coal burners— 

74,000 to 112,000 
pounds on 


4.80 
5.05 

4.80 

5.05 

4.25 
4.00 

4.25 
4.00 


4.80 
5.05 

4.80 

5.05 

4.25 
4.25 

4.25 
4.25 


3.10 
3.30 

2.95 

2.95 

2.50 
2.40 

2.35 
2.35 


3.10 
3.30 

2.95 

2.95 

2.70 
2.55 

2.55 
2.55 


.00 
.00 

.00 

.00 

.00 
.25 

.00 
.25 


.0 
.0 

.0 

.0 

.0 
6.3 

.0 
6.3 

■ 


.00 
.00 

.00 

.00 

.20 
.15 

.20 
.20 


.0 












.0 


Oil burners— 

74,000 to 112,000 
pounds on 










.0 


All other en- 










.0 


Switching— 










8.0 












6.3 


Switching (oil) — 










8.5 












8.5 


Class B4,OOOOo>: 
Oil 


27 
227 


27 
177 


82 
82 


80 
80 






















Freight- 
Oil 


5.30 
5.30 


5.30 
5.30 


3.40 
3.55 


3.40 
3.55 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


Coal 










.0 


Class C2, OOoo>: 
Oil 


8 
139 


q 

108 


28 
26 


25 
25 




Coal 


















Passenger — 

Oil 


4.40 
4.40 

4.80 
4.80 


4.40 
4.40 

4.80 
4.80 


2.40 
2.55 

2.80 
.2.95 


2.40 
2.55 

2.80 
2.95 


.00 
.00 

.00 
.00 


.0 
.0 

.0 
.0 


.00 
.00 

.00 
.00 


.0 


Coal 










.0 


Freight- 
Oil .. 










.0 


Coal 










.0 


Class C3, OOOoo>: 
Oil 


41 
95 


6 
26 


68 
63 


55 
55 




Coal 


















Passenger— 

112,000 pounds or 


4.40 
4.65 


4.40 
4.65 






.00 
.00 


.0 
.0 






Over 112,000 pounds 


















77,000 pounds on 










2.85 


2.85 
3.05 


.00 
.00 


.0 


All others 














3.05 


:::::::::. 




.0 



RAILROAD LABOR ARBITRATIONS. 



555 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

GREAT NORTHERN RY.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 


Increase to 
engineers. 


Increas 
fireme 


9 to 
n. 


Class. 


drivers 
(tons). 


Engineers. 


Firemen. 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES — continued. 

Class C3, OOOoo>— Con. 
Freight— 

112,900 pounds or 










$4.80 
5.05 


$4.80 
5.05 

5.10 






$0.00 
.00 


0.0 
.0 






Over 112,000 pounds 


















Between 140,000and 
170,000 pounds on 
drivers 


















77,000 pounds on 












$3.10 
3.30 

3.55 
3.75 


$3.10 
3.30 

3.55 
3.75 






$0.00 
.00 

.00 
.00 


0.0 


85,000, 120,000, and 
134 ,000 pounds on 


















.0 








130,000 pounds on 












.0 


155,000 pounds on 
drivers 


















.0 


Class C4, OOOOoo>: 

Oil 


14 
87 


14 

86 


71 

73 


73 
73 












Coal 


















Freight— 

Oil... 


5.30 
5.30 


5.30 
5.30 


3.40 
3.55 


3.40 
3.55 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


Coal... 










.0 


Class E3, oOOOo> 


135 


133 


75 


76 




Freight 


5.30 


5.30 


3.55 


3.55 


.00 


.0 


.00 


.0 


Class E4, oOOOOo>: 

Oil 


2 
68 


5 
65 


110 
110 


110 
110 




Coal 


















Freight 


5.55 


5.55 


3.75 


3.75 


.00 


.0 


.00 


.0 


Class F3, oOOOoo> 


86 


86 


96 


76 




Passenger 


4.65 


4.65 


3.05 


3.05 


.00 


.0 


.00 


.0 


Class F4,, oOOOOoo>: 
Oil 


5 
10 


5 
10 


110 
110 


110 
110 




Coal 


















Passenger 


5.15 


5.15 


3.30 


3.75 


.00 


.0 


.45 


13.6 


FOUR-CYLINDER COMPOUND 
LOCOMOTIVES. 

Class B7, 0000-OOOo> 
(Mallet) 


36 


36 


175 


175 




Freight 


6.30 


6.50 


4,00 


4.25 


.20 


3.2 


.25 


6.3 


Class B8, OOOOOOOOo> 
(Mallet): 
Oil 


• 8 
17 


8 
17 


210 
210 


210 
210 




Coal ! 


















Freight 


6.30 


6.50 


4.00 


4.25 


.20 


3.2 


.25 


6.3 


Class E6, oOOOOOOo> 
(Mallet): 
OiL ,... 


W 


19 
3 


147 
128 


158 

158 




Coal 


38 


















Freight ., 


6.30 


6.50 


4.00 


4.25 


.20 


3.2 


.25 


6.3 


Class F2, oOOoo> 1 10 


10 


50 


50 




Passenger ' 


4.65 


4.65 


3.05 


3.05 


.00 


.0 


.00 


.0 

















HOUSTON & TEXAS CENTRAL R. R. 








SINGLE-EXPANSION 
LOCOMOTIVES. 

Class A2, 00> 


1 


.... 


30 




















Switching- 
First-class yards 




$4.25 
4.00 




$2.50 
2.40 












Seeond-class yards.. 





















556 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

HOUSTON & TEXAS CENTRAL R. R.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








19141915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 

cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES — continued. 

Class A3, 000>: 

Oil 


17 


^23 


(62 
[60 


!«. 


















Coal 

Switching- 


$4.25 
4.00 


$4.40 
4.25 


$2.50 
2.40 


12.75 
2.70 


$0.15 
.25 


3.5 
6.3 


$0.25 
.30 


10.0 


Second-class yards. 
Class B3, OOOo>: 

Oil 










12.5 


6 
16 


7 
12 


76 

74 


76 
75 




Coal 


















Freight, oil and coal— 


4.88 
5.31 
5.16 

5.23 

4.98 

5.15 
4.98 
4.98 
5.31 

5.22 

5.27 

5.14 

5.23 
5.23 


5.10 
5.31 
5.16 

5.23 
5.10 

5.15 

5.10 

5.10 

5.31 

5.22 

5.27 

5.14 

5.23 
5.23 




. 


.22 
.00 
.00 

.00 
.12 

.00 

.12 

.12 

.00 

.00 

.00 
.00 

.00 
.00 


4.5 
.0 
.0 

.0 
2.4 

.0 
2.4 
2.4 

.0 

.0 

.0 
.0 

.0 
.0 










































Hempstead to Aus- 




































Houston and Hemp- 


















Hearne and Hemp- 


















Hearne' and Hock- 


















Ennis and Bremond, 


















Ennis, Corsicana, 
and Dallas, round 


















Ennis and Fort 
Worth, round 




































Hempstead and 
Ledbetter Turn . . 


















Hempstead and 
Giddings, round 


















Freight- 










2.85 
3.00 


3.05 
3.20 


.20 
.20 


7.0 


Coal 


















6.7 


Class B4, OOOOo> (oil)... 
Freight— 


2 


2 


94 


94 












4.88 
5.31 
5.16 

5.23 
4.98 

5.15 

4.98 

5.31 

5.22 

5.27 
5.14 

5.23 

5.23 


5.30 
5.31 

5.30 

'5.30 
5.30 

5.30 

5.30 

5.31 

5.30 

5.30 
5.30 

5.30 

5.30 






.42 
.00 
.14 

.07 
.32 

.15 

.32 

.00 

.08 

.03 
.16 

.07 

.07 


8.6 
0.0 
2.7 

1.3 

6.4 

2.9 
6.4 
0.0 

1.5 

0.6 
3.1 

1.3 

1.3 










































Hempstead to Aus- 




































Houston and Hemp- 


















stead, round trip. 
Ennis and Bremond, 


































Ennis, Corsicana, 
and Dallas, round 


















Ennis and Fort 
Worth, round 




































Hempstead and 


















Hempstead andGid- 


















Freight'. 










2.85 


3.30 


.45 


15.8 



RAILROAD LABOR ARBITRATIONS. 



557 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

HOUSTON & TEXAS CENTRAL R. R.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 

cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES — continued. 

Class C2, OOoo>: 

Oil 


14 
2 


14 
3 


35 
27 


35 
27 


















Coal 




















$4.40 & 


$2.65 

2.40 

2.65 
2.65 


$2.65 

2.50 

2.65 
2.65 


$0.00 

.15 

.00 
.00 


0.0 

3.6 

.0 
.0 


$0.00 

.10 

.00 
.00 


0.0 


Passenger, oil — 

Cylinders less than 










4.15 

4.40 
4.40 


4.30 

4.40 
4.40 


4.2 


Cylinders 18 inches 










.0 












.0 


Class C3,OOOoo>: 

Oil 


32 
12 


40 
8 


47 
45 


47 
39 




Coal 


















Branch freight, oil — 
Lampasas branch.. 


4. 80 4. 80 


2.75 

2.75 
2.75 

2.75 
2.85 
2.85 
2.85 
2.85 

2.90 
2.90 
2.90 

2.90 
3.00 
3.00 
3.00 


2.75 

2.75 
2.75 

2.75 
2.85 
2.85 
2.85 
2.85 

2.90 
2.90 
2.90 

2.90 
3.00 
3.00 
3.00 


.00 

.00 
.00 

.00 
.00 
.00 
.00 
.00 

.00 
.00 
.00 

.00 
.00 
.00 
.00 


.0 

.0 

.0 

.0 
.0 
.0 
.0 
.0 

.0 
.0 
.0 

.0 
.0 

.0 
.0 


.00 

.00 
.00 

.00 
.00 
.00 
.00 
.00 

.00 
.00 
.00 

.00 
.00 
.00 
.00 


.0 


Waxahachie short 










4.80 
4.80 

4.80 


4.80 
4.80 

4.80 


.0 


"Fort Worth branch 










.0 


Hearne-Stone City 










.0 












4.90 4.90 
4.90 4.90 
4.90 1 4.90 
4.90 | 4.90 

4.80 4.80 

4.80 : 4.80 
4.80 i 4.80 

4.80 4.80 
4.90 1 4.90 
4.90 1 4.90 
4. 90 4. 90 


.0 












•0 












.0 












.0 


Branch freight, coal — 










.0 












.0 


Fort Worth branch. 










.0 


Hearne-Stone City 










.0 












.0 












.0 


Dalsa line 










.0 



















HOUSTON EAST & WEST TEXAS RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class C2, OOoo> (oil) 

Passenger — 

Cylinders under 18 
inches in diame- 


2 


2 


32 


32 


















$4.15 

4.40 


$4.30 
4.40 


$2.40 
2.65 


$2.50 
2.65 


$0.15 

.00 


3.6 
.0 


$0.10 

.00 


4.2 


Cylinders 18 inches 
and over in di- 










o 


ClassC3, OOOoo>: 

Oil 


13 
1 


13 
1 


46 
33 


46 
34 




Coal 


















Freight- 
Oil 


4.90 
4.90 


4.90 
4.90 


2.77 
2.92 


2.77 
2.92 


.00 
.00 


.0 
.0 


.00 
.00 





Coal 










.0 















558 



RAILROAD LABOR ARBITRATION'S. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent' of increase in rates awarded by the arbitration board according 
to class of engines — •Continued. 



ILLINOIS CENTRAL R. R. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per^ day of 100 
miles or 10 'hours or 
less to— 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A2 00> 


16 


15 


34 


36 


















Switching — 


$4.25 
4.00 


$4.25 
4.25 


$2.50 
2.40 


$2.70 
2.70 


$0.00 
.25 


0.0 
6.3 


$0.20 
.30 


8 












12 5 


Class 4.3 000> 


189 


212 


69 


65 




Switching- 


4.25 
4.00 


4.40 
4.25 


2.50 
2.40 


2.75 
2.70 


.15 
.25 


3.5 
6.3 


.25 
.30 


10 












12 5 


Class B3 OOOo> 


255 


225 


52 


54 




Freight- 


5.05 
4.90 
5.15 


5.05 
4.90 
5.15 


3.05 
2.95 
3.20 


3.05 
2.95 
3.20 


.00 
.00 
.00 


.0 

. .0 

.0 


.00 
.CO 
.00 


.0 












.0 












.0 


Class B 4 OOOOo>... 


353 


353 


86 


86 




Freight — 

20 by 24 inch eylin- 


5.15 

5.15 

5.15 

5.15 
5.40 


5.30 

5.30 

5.40 

5.40 
5.45 


3.20 
3.20 
3.45 

3.31 

3.75 


3.45 

3.45 

3.45 

3.45 
3.75 


.15 
.15 

.25 

.25 
.05 


2.9 

2.9 

4.9 

4.9 
.9 


.25 
.25 
.00 

.14 

.00 


7.8 


21 by 24 inch cylin- 










7.8 


22 by 26 inch cylin- 










.0 


23 by 30 inch cylin- 










4.2 












.0 


Class C2 OOoo> 


107 


83 


41 


35 




Passenger- 
Less than 18-inch 


4.15 
4.40 


4.30 
4.40 


2.40 
2.70 


2.50 
2.70 


.15 
.00 


3.6 
.0 


.10 
.00 


4.2 


18-inch cylinders 










.0 


Class C3 OOOoo> ... 


148 


137 


57 


56 






4.40 

4.90 
5.05 
5.15 


4.40 

4.90 
5.05 
5.15 


2.75 

3.05 
3.05 
3.20 


2.75 

3.05 
3.05 
3.20 


.00 

.00 
.00 
.00 


.0 

.0 
.0 
.0 


.00 

.00 
.00 
.00 


.0 


Freight— 

19 by 24 inch cylin- 










.0 


19 by 26 inch cylin- 










.0 


20 by 28 inch cylin- 










.0 


Class C4 OOOOoo> 


1 


1 


91 


91 




Freight 


5.40 


5.40 


3.31 


3.45 


.00 


.0 


.14 


4.2 


Class E4, odOOOO 


200 


250 


109 


109 




5.40 


5.45 


3.75 


3.75 


.05 


.9 


.00 


.0 


Class "^2 oOOoo> 


26 


26 


51 


51 




Passenger— 

20 by 28 inch cylin- 


4.40 
4.40 
4.40 

4.40 


4.40 
4.40 

4.40 


2.80 
2.80 
2.80 

2.80 












Lass than 80,000 
pound drivers 

80,000 to 100,000 
pound drivers 

100,000 to 140,- 
000 pound 










2.80 
2.80 

2.80 


.00 
.00 

.00 


.0 
.0 

.0 


.00 
.00 

.00 


.0 










.0 










.0 


Class F3, oOOOoo> 

Passenger— 


109 


109 


75 


75 




4.40 
4.40 


4.40 
4.40 


2.80 

2. So 


2.85 
2.85 


.00 
.00 


.0 
.0 


.05 
.00 


1.8 


25a,nd22|inchcyl- 










.0 


Class H2 ooOOo> 


21 


21 


28 


28 




Passenger, 16 by 22 inch 
cylinders- 
Less than 80,000 


4.15 
4.15 


4.30 
4.30 


2.45 
2.45 


2.50 
2.70 


.15 
.15 


3.6 
3.6 


.05 
.25 


2.0 


80,000 to 100,000 
poondson drivers. 


.... 


.... 


. ...1 




10.2 



RAILROAD LABOR ARBITRATIONS. 



559 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — -Continued. 



ILLINOIS CENTRAL R. R.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 

cent. 


Amount. 


Per 

cent. 


siNGLE-EXPANsiqN loco- 
motives— continued. 

Class H3 ooOOOo> 


6 


6 


37 


43 










- 








Passenger, 18 by 22 inch 
cylinders- 
Less than 80,000 


$4.40 
4.40 


$4.40 
4.40 


$2.70 
2.70 


$2.70 
2.80 


$0.00 
.00 


0.0 
.0 


$0.00 
.10 


0.0 


80,000 to 100,000 

pounds on drivers. 

Class 13, ooOOOoo> 










3.7 


7 


7 


33 


38 




Passenger, 18 by 24 inch 
cylinders — 
Less than 80,000 


4.40 
4.40 


4.40 
4.40 


2.70 
2.70 


2.70 
2.70 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


80,000 to 100,000 

pounds on drivers. 

Class K2, oooOOo> 










.0 


10 


10 


36 


36 




Passenger, 17 by 24 inch 
cylinders — 
Less than 80,000 
pounds on drivers . 


4.15 
4.15 


4.30 
4.30 


2.45 
2.45 


2.50 
2.70 


.15 

.15 


3.6 
3.6 


.05 

.25 


2.0 


80,000 to 100.000 










10.2 















INTERNATIONAL & GREAT NORTHERN RY. 



SLNGLE-EXPAXSION LOCO- 
MOTIVES. 

Class A3, 000> (oil) 


, 


1 


67 


67 


















Switching 


$4.25 


$4.25 


$2.50 


S2.70 


$0.00 


6.6 


$0.20 


• 8.0 


Class B4, OOOOo> (oil) . . . 


23 


23 


92 


92 




Freight- 
Through 


5.40 
5-75 


5.40 
5.75 


3-50 
3.60 


3.50 
3.80 


.00 
.00 


.0 
.0 


.00 
.20 


.0 












5 6 


Class C2, OOoo>: 

Oil 


5 
23 


5 
23 


27 
31 


27 
32 




Coal 


















Passenger, oil burners- 
Less than 100,000 
pounds on drivers 


4.15 

4.40 

4.95 
5.30 

4.95 
5.30 
4.25 


4.30 

4.40 

4.95 
5.30 

4.95 
5.30 
4.25 


2.40 

2.65 

3.00 
3.35 

2.85 
3.20 
2.50 


2.50 

2.65 

3.00 
3.35 

2.85 
3.20 
2.70 


.15 

.00 

.00 
.00 

.00 
.00 
.00 


3.6 

.0 

.0 

.0 

.0 
.0 
.0 


.10 

.00 

.00 
.00 

.00 
.00 
.20 


4.2 


100,000 and less than 
170,000 pounds on 










.0 


Freight, coal burners — 
Through 










.0 


Local 










.0 


Freight, oil burners — 
Through 










.0 


Local 










.0 


Switching 










8.0 


Class C3, OO Ooo>: 

Oil 


115 
17 


115 
17 


57 
51 


57 
51 




Coal 


















Passenger, coal burners 


4.40 

4.40 

4.40 

5.05 
5.30 


4.40 

4.40 

5.05 
5.35 


2.65 
2.65 

2.80 

3.00 
3.20 












Engines 18 and 19 
inch cylinders 










2.65 

2.80 

3.15 
3.45 


.00 

.00 

.00 
.05 


.0 
.0 

.0 

.9 


.00 

.00 

.15 
.25 


.0 


Engines with 20-inch 
cylinders 










o 


Freight, coal burners- 
Through 










5.0 


Local ... 










7.8 



560 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines— Continued. 

INTERNATIONAL & GREAT NORTHERN RY— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 






• 


1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES — continued. 

Class C3, OOOoo>— Con. 
Freight, oil burners- 
Engines 100,000 and 
less than 140,000 
pounds on driv- 
ers- 
Through 










$5.05 
5.30 

5.05 

5.30 

5.20 
5.55 
4.25 


$5.05 
5.35 

5.05 
5.35 

5.20 
5.55 
4.25 


$3.00 
3.20 

2.85 

3.20 
3.45 
2.50 


$3.00 
3.30 

2.85 
3.20 

3.20 

3.50 
2.70 


$0.00 
.05 

.00 
.05 

.00 
.00 
.00 


0.0 
.9 

.0 
.9 

.0 
.0 
.0 


$0.00 
.10 

.00 















3.1 


Engines 80,000 and 
less than 100,000 
pounds on driv- 
ers- 










.0 














Engines 140,000 and 
less than 170,000 
pounds on driv- 
ers- 
Through 










.00 
.05 
.20 


.0 












1.4 












8.0 















KANSAS CITY, CLINTON & SPRINGFIELD RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 



Class C2,OOoo>. 

Passenger 

Freight 



$4.15 
5.00 



$4.30 
5.00 



$2.40 
2.95 



$2.50 
2.95 



$0.15 
.00 



3.6 
.0 



$0. 10 
.00 



4.2 
.0 



KANSAS CITY SOUTHERN RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000>: 

Oil 


7 
29 


7 
28 


59 
62 


59 
65 


















Coal 


















Switching — 

First-class yards . . . 


$4.25 
4.00 


$4.25 
4.25 


$2.50 
2.40 


$2.70 
2.70 


$0.00 
.25 


0.0 
6.3 


$0.20 
.30 


8.0 
12.5 


Class B3. OOOo> 


1 




50 










4.80 
4.80 




3.05 

3.15 
































Class B4. OOOOo>: 

Oil 


24 
58 


24 

58 


90 
94 


91 
94 












Coal 




















4.40 
5.65 


























5.65 
5.65 






.00 


.0 
























Oil burners— 

21 by 30 inch cylin- 
ders- 
Through freight 












3.06 
3.14 

3.06 
3.15 


3.06 
3.14 

3.06 
3.15 






.00 
.00 

.00 
.00 


.0 


















.0 


22 by 30 inch cylin- 
ders- 
Through freight 
Local freight... 


















.0 


















.0 



RAILROAD LABOR ARBITRATIONS. 



561 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — -Continued. 



KANSAS CITY SOUTHERN RY.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 

cent. 


single-expansion loco- 
motives— continued. 

Class B4, OOOOo>— Con. 
Coal burners — 

21 by 30 inch cylin- 
ders — 
Through freight 














$3.35 
3.45 

3.40 


$3.35 
3.45 

3.40 
3.50 






$0.00 
.00 

.00 
.00 


0.0 
.0 

.0 

o 


















22 by 28 inch cylin- 
ders — 
Through freight 






























3.50 

3.45 
3.55 






22 by 30 inch cylin- 
ders — 
Through freight 
Local freight . . . 










































Class C2, OOoo> (oil) 


7 


6 


35 


36 
















Passenger- 
Less than 18-inch 


$4.15 
4.40 


$4.30 


2.40 
2.65 


2.50 


$0.15 


3.6 


.10 


4 2 


18-inch cylinders 












Class C3, OOOoo>: 

Oil 


33 
13 


33 
13 


55 
54 


56 
54 












Coal 


















Passenger — 

Less than 18-inch 


4.15 
4.40 
4.40 

5.05 
5.30 

5.05 


4.15 
4.40 


2.65 
2.65 


2.65 
2.65 


.00 
.00 


.0 
.0 


.00 
.00 


o 


18-inch cylinders 










.0 


Freight— Coal burners. 












19 by 24 ineh cylin- 
ders- 
Through 

Local 










5.05 
5.30 

5.05 
5.30 

5.05 

5.30 


3.05 
3.15 

3.20 
3.30 

2.90 
3.00 


3.05 
3.15 

3.20 
3.30 

2.90 

3.00 


.00 
.00 

.00 
.00 

.00 
.00 


.0 
.0 

.0 
.0 

.0 
.0 


.00 
.00 

.00 
.00 

.00 
.00 


.0 

.0 


20 by 26 inch cylin- 
ders- 










o 


Local 










5.30 

5.05 
5.30 


.0 


Freieht, oil burners — 
Through 










o 


Local 










o 


Class F3, oOOOoo> 


8 


8 


80 


80 






5.40 


5.40 


2.80 


2.80 


.00 


.0 


.00 


.0 


Class H2, ooOOo> 


1 


1 


29 


29 






4.15 


4.30 


2.40 


2.50 


.45 


3.6 


.10 


4.2 


Class OOOOOO-Shay(oil). 


2 


2 


120 


120 






4.25 


4.40 


2.50 


2.75 


.15 


3.5 


.25 


10 


rOTJE-CYLTNDER COMPOUND 
LOCOMOTIVES. 

Class A6, 000000>(Mal- 
let): 
Oil 


7 
5 


8 
4 


176 
176 


176 
176 




Coal 


















Through freight 


6.40 
6.65 


6.50 
6.65 


4.00 
4.00 


4.25 
4.25 


.10 

.00 


1.6 

.0 


.25 
.25 


6.3 


Local freight 










6.3 















51393°— S. Doc. 493, 64-1 36 



562 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

KANSAS CITY TERMINAL RY. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A2, 00>...._ 


1 


1 


40 


40 
















» 




$4.25 


$4.25 


$2.50 


$2.70 


$0.00 


0.0 


$0.20 


8 


Class A3, 000 >: 

Oil 


28 
2 


28 
2 


80 
41 


70 
45 




Coal 


















Switching — 

Less than 140,000 
pounds on drivers. 


4.25 
4.25 


4.25 
4.40 


2.50 
2.50 


2.70 

2.75 


.00 

.15 


.0 

3.5 


.20 
.25 


8.0 


140,000 pounds and 










10.0 


Class A4, 0000> (oil).... 


2 


2 


93 


85 




4.25 


4.40 


2.50 


2.75 


.15 


3.5 


.25 


10.0 















LOUISIANA & ARKANSAS RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class B3 OOOo> 


1 




42 














/ 










$5.65 
5.10 
4.90 




$3.10 
2.95 
2.85 
































Work 




















Class B4, OOOOo> 

Yard 


1 


1 


57 


57 












4.20 
5.65 
5.40 
4.90 


$4.25 
5.65 
5.40 
4.90 


2.60 
3.10 
3.20 
2.85 


$2.70 
3.. 50 
3.20 
3.20 


$0.05 
.00 
.00 
.00 


1.2 
.0 
.0 
.0 


$0.10 
.40 
.00 
.35 


3.8 












12.9 












.0 


Work 










12.3 


Class C2, OOoo> 


8 


8 


33 


33 




Passenger- 
Less than 80,000 

pounds on drivers 
80,000 to 100,000 

pounds on drivers 


3.65 
3.65 


4.30 
4.30 


2.15 
2.15 


2.50 
2.55 


.65 
.65 


17.8 
17.8 


.35 
.40 


16.3 










18.6 


22 


22 


61 


61 






3.65 
4.20 
5.65 

5.40 
5.40 

4.90 
4.90 


4.40 
4.25 
5.65 

5.40 
5.40 

4.90 
4.90 


2.15 
2.60 
3.10 

3.20 
3.20 

2.85 
2.85 


2.60 
2.70 
3.50 

3.20 
3.25 

3.20 
3.25 


.75 
.05 
.00 

.00 
.00 

.00 
.00 


20.5 
1.2 
.0 

.0 
.0 

.0 
.0 


.45 
.10 
.40 

.00 
.05 

.35 
.40 


20.9 


Yard 










3.8 












12.9 


Through freight- 
Less than 140,000 
pounds on drivers 
140,000 pounds and 










.0 










1.6 


Work- 
Less than 140,000 
pounds on drivers 
140,000 pounds and 










12.3 










14.0 















LOUISIANA WESTERN R. R. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A2, OO >(oil) 

Switching— 


1 




26 






















$4.25 
4.00 




ss. sn 












Second-class yards. 










2.40 













RAILROAD LABOR ARBITRATION'S. 



563 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 



LOUISIANA WESTERN R. R.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


single-expansion Loco- 
MOTrvES— continued. 

Class A3, 000>: 

Oil 


11 
2 


12 
2 


66 
66 


66 
66 


















Coal 


















Oil (switching) — 


$4.2.5 
4.00 

4.25 
4.00 


$4.40 
4.25 

4.25 
4.25 


$2.50 


S2. 75 


$0.15 
.25 

.00 
.25 


3.5 
6.3 

.0 
6.3 


$0.25 
.30 

.20 
.30 


10.0 












2.40 ! 2.70 


12.5 


Coal (switching) — 










2.50 
2.40 


2.70 
2.70 


8.0 












12.5 


Class B3, OOOo> (oil) 


5 


5 


76 


76 




5.35 


5.35 


3.01 


3.05 


.00 


.0 


.04 


1.3 


Class C2, OOoo>: 

Oil 


8 
8 


8 
8 


36 

28 


36 
28 




Coal 


















Oil- 


4.80 
4.40 

4.40 
4.80 

4.80 


4.80 
4.40 

4.40 
4.80 

4.80 


2.65 
2.40 

2.72 

2.80 

2.80 


2.65 
2.50 

2.72 
2.80 

2.80 


.00 
.00 

.00 
.00 

.00 


.0 
.0 

.0 
.0 

.0 


.00 
.10 

.00 

.00 

.00 


.0 












4.2 


Coal, branch, mixed — 










.0 












.0 


Eunice-New Iberia 










.0 


Class F2, oOOoo> (oil) 


1 


1 


52 


53 




4.60 


4.60 


2.78 


2.78 


.00 


.0 


.00 


.0 


Class F3, oOOOoo> (oil)... 


3 


3 


71 


71 




4.80 


4.80 


2.90 


2.90 


.00 


.0 


.00 


.0 















MINNEAPOLIS, ST. PAUL & SAULT STE. MARIE RY. 



single-expansion loco- 
m<3tives. 

Class A2, 00> 


9 


9 


37 


32 


















Switching — 


$4.25 
4.00 


$4.25 
4.25 


$2.50 
2.40 


$2.70 
2.70 


$0.00 
.25 


0.0 
6.3 


$0.20 
.30 


8.0 












12.5 


Class A3, OOO > 


43 


43 


58 


60 




Switching— 

Over 140,000 
pounds on driv- 
ers 


4.25 
4.00 


4.40 
4.25 


2.50 
2.40 


2.75 
2.70 


.15 
.25 


3.5 
6.3 


.25 
.30 


10.0 


Less than 140,000 
pounds on driv- 
ers 










12.5 


Class B3, OOOo> 


35 


35 


44 


56 




Through freight- 
Chicago division . . . 


4.90 
4.90 


4.90 
4.90 
5.20 


3.10 
3.05 


3.10 
3.10 
3.40 


.00 
.00 


.0 
•0 


.00 
.05 


.0 












1.6 














Class B4, OOOOo> 


71 


71 


89 


81 












Through freight — 

Chicago division. . . 


5.05 
5.05 

5.05 


5.05 

5.05 

5.05 
5.40 


3.20 
3.20 

3.20 


3.30 
3.30 

3.30 
3.60 


.00 
.00 

.00 


.0 
.0 

.0 


.10 
.10 

.10 


3.1 


All other divisions. . 










3.1 


Superheater en- 
gines 










3.1 














Class B5, OOOOOo> 


1 


1 


95 


95 














5.55 


5.55 
5.85 


3.45 


3.75 
4.05 


.00 


.0 


.30 


8.7 


Local freight 












Class C2, OOoo> 


77 


77 


29 


26 












Passenger- 
Chicago division 


4.30 
4.30 


4.30 
4.30 


2.40 

2.50 


2.50 
2.50 


.00 
.00 


.0 
.0 


.10 
.00 


4.2 


All other divisions. . 





..~. 


.... 


.... 


.0 



564 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — -Continued. 

MINNEAPOLIS, ST. PAUL & SAULT STE. MARIE EY.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 

cent. 


single-expansion loco- 
motives— continued. 

Class C3, OOOoo> 


62 


62 


56 


55 


















Passenger — 


$4.50 
4.90 


$4.50 
4.90 


$2.80 
340 


$2.85 
3.10 


$0.00 
.00 


.0 
.0 


$0.05 
.00 


1.8 


All other divisions. . 










0.0 


Class E4, oOOOOo> 


11 


11 


106 


106 




Through freight — 

125,700 pounds on 


5.05 
5.55 


5.05 
5.55 

5.40 
5.85 


3.20 
3.75 


3.30 
3.75 

3.60 
4.05 


.00 
.00 


.0 
.0 


.10 
.00 


3.1 


290,500 pounds on 










.0 


Local freight— 

125,700 pounds on 












290,500 pounds on 




















Class F2, oOOoo> 


15 


15 


44 


44 












Through freight 


4.70 


4.80 
5.10 


2.90 


2.90 
3.20 


.10 


2.1 


.00 


.0 














Class F3, oOOOoo> 


56 


56 


72 


71 












Passenger- 


4.50 
4.50 

4.65 


4.50 
4.50 

4.65 


2.65 
2.85 

3.75 


2.85 
2.85 

3.75 


.00 
.00 

.00 


.0 
.0 

.0 


.20 
.00 

.00 


7.0 












.0 


Superheater en- 










.0 


two-cylinder compound 
or cross-c ompound 
locomotives. 

Class B3, OOOo> 


65 


65 


63 


56 




Through freight- 


4.90 
4.90 


5.05 
5.05 
5.40 


3.20 
3.20 


3.30 
3.30 
.3.60 


.15 
.15 


3.1 
3.1 


.10 
.10 


3.1 


All other divisions. . 










3.1 














Class B4, OOOOo> 


78 


78 


74 


81 












Through freight- 


5. 30 
5.30 

5.30 


5.30 
5.30 

5.30 
5.60 


3.30 
3.40 

3.75 


3.40 
3.40 

. 3. 75 
3.70 

4.05 


.00 
.00 

.00 


.0 
.0 

.0 


.10 
.00 

.00 


3.0 


All other divisions. . 










.0 


Superheater en- 










.0 














Superheater en- 




















Class C3, OOOoo> 


5 


5 


48 


55 
















Passenger- 


4.50 
4.50 


4.55 
4.55 


2.85 
2.85 


2.85 
2.85 


.05 
.05 


1.1 

1.1 


.00 
.00 


.0 












.0 


Class E3, oOOOo> 


10 


10 


65 


65 




Through freight 


5.05 


5.05 
5.40 


3.20 


3.30 
3.60 


.00 


.0 


.10 


3.1 







































MINERAL RANGE R. R. 



single-expansion loco- 
motives. 

Class A2, 00> 


1 




31 
























$4.00 




$2.40 












Class A3, 000> 


5 


5 


57 


57 














4.00 


$4.25 


2.40 


$2.70 


$0.25 


6.3 


$0.30 


0.5 


Class B3, OOOo> 


5 


7 


38 


38 






4.80 


4.80 


3.00 


3.00 


.00 


.0 


.00 


.0 


Class B4, OOOOo> 


10 


10 


91 


91 






5.30 


5.30 


3.25 


3.25 


.00 


.0 


.00 


.0 


Class C2, OO 00 > 


4 


4 


24 


24 






4.40 


4.40 


2.65 


2.65 


.00 


.0 


.00 


.0 


Class C3 OOOoo> . 


1 


1 


27 


26 






4.00 


4.25 


2.40 


2.70 


.25 


6.3 


.30 


12.5 






*"*!"" 







RAILROAD LABOR ARBITRATIONS. 



565 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — 'Continued. 



MISSOURI & NORTH ARKANSAS R. R. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 

cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class B3, 00 Oo> 


4 


4 


51 


43 




















$4.28 
4.13 
5.23 
4.98 


$4.40 
4.25 
5.28 
4.98 


52.60 
2.45 
3.27 
3.02 


S2.60 
2.70 
3.32 
3.02 


$0.12 
.12 
.05 
.00 


2.8 

2.9 

1.0 

.0 


$0.00 
.25 
.05 
.00 


0.0 












10.2 






' 






1.5 








.0 


Class B4, OOOOo> 


5 


5 , 84 


84 






5.38 
5.10 


5.40 
5.10 
4.40 


3.54 
3.29 


3.59 
3.29 
2.75 


.02 
.00 


0.4 
.0 


.05 
.00 


1.4 


Through freight 








.0 














Class C2 00oo> 


5 


5 


33 


31 














5.23 
4.28 


5.28 
4.30 


3.27 
2.60 


3.32 
2.60 


.05 
.02 


1.0 
0.5 


.05 
.00 


1.5 












.0 


Class C3, 00 Ooo> 


6 


6 


55 


55 






4.28 
5.23 
4.98 


4.40 
5.28 
4.98 
4.25 


2.60 
3.27 
3.02 


2.60 
3.32 
3.02 
2.70 


.12 
.05 
.00 


2.8 

1.0 

.0 


.00 
.05 
.00 


.0 












1.5 












.0 














Class E4, oOOOOo> 


7 


7 


81 


81 












Work 


4.30 
5.38 
5.10 


5.10 
5.40 
5.10 


2.70 
3.54 
3.29 


3.29 
3.59 
3.29 


.80 
.02 
.00 


18.6 
.4 
.0 


.59 
.05 
.00 


21.9 












1.4 


Through freight 










.0 















MISSOURI, KANSAS <fc TEXAS LINES. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A2, 00> 


1 


1 


29 


29 




















$4.25 


$4.25 


$2.50 


$2.70 


$0.00 


0.0 


$0.20 


8.0 


Class A3, 000> 


35 


35 


71 


71 




Switching — 

Less than 140,000 

pounds on drivers 

Over 140,000 

pounds on drivers 

Class B3, OOOo> 


4.25 
4.25 


4.25 
4.40 


2.50 
2.50 


2.70 
2.75 


.00 
.15 


.0 

3.5 


.20 
.25 


8.0 










10.0 


323 


298 


58 


59 




Freight— 

91,400 pounds on 


4.95 
5.05 
5.20 


4.95 
5.05 
5.20 


3.10 
3.20 


2.85 
2.85 
3.00 


.00 
.00 
.00 


.0 
.0 
.0 






68,000 to 100,000 
pounds on drivers 

100,000 to 136,200 
pounds on drivers 

Engines, 19-inch cyl- 






































Engines, over 19- 
inch cylinders 
























Class B4,OOOOo> 

Freight— 

108,000 to 137,600 

pounds on drivers 

143,200 to 157,000 


99 


99 


80 


80 
















5.20 
5.40 
5.40 


5.20 
5.40 
5.40 


3.25 


3.25 


.00 
.00 
.00 


.0 
.0 
.0 


.00 


.0 












195,000 pounds on 


















143,200 pounds on 










3.30 
3.40 
3.55 
3.75 


3.30 
3.40 
3.55 
3.75 


.00 
.00 
.00 
.00 


.0 


157,000 pounds on 


















.0 


195,000 pounds on 


















.0 


147,300 pounds on 
drivers- 
















...... 


.6 



566 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

MISSOURI, KANSAS & TEXAS LINES— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1194 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 

cent. 


single-expansion loco- 
motives— continued. 

Class C2, OOoo> 


40 


40 


30 


30 


















Passenger- 
Less than 80,000 

pounds on drivers 
80,000 to 100,000 

pounds on drivers 

Class C3, OOOoo> 


$4.15 

4.40 


$4.30 
4.40 


$2.40 
2.65 


$2.50 
2.65 


$0.15 
.00 


3.6 
.0 


$0.10 
.00 


4.2 
.0 










82 


91 


56 


56 


Passenger- 
Less than 80,000 

pounds on drivers 
80,000 to 100,000 

pounds on drivers 
100,000 to 140,000 

pounds on drivers 
140,000 pounds or 




4.30 
4.30 
4.40 


2.65 
2.80 


2.50 
2.55 
2.65 




































4.40 


.00 


.0 


.00 


.0 










Class E4, oOOOOo> 


40 


70 


109 


107 












* 




Freight, 200,000 to 
250,000 pounds on 


5.40 


5.45 


3.75 


3.75 


.05 


.9 


.00 


.0 


Class F2, oOOoo> 


7 


7 


36 


36 




Passenger, less than 
80,000 pounds on 


4.40 


4.40 


2.65 


2.65 


.00 


.0 


.00 


.0 


Class F3, oOOOoo> 


27 


27 


72 


73 




Passenger, 140,000 to 
170,000 pounds on 


4.40 


4.40 


2.80 


2:80 


.00 


.0 


.00 


.0 


FOUR-CYLINDER compound 
LOCOMOTIVES. 

Class C3 OOOoo> 


2 




61 






Passenger, 100,000 to 
140,000 pounds on 




4.40 




2.65 

































MISSOURI PACIFIC RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000> 


54 


53 


56 


57 


















Switching- 


$4.25 
4.25 


$4.40 
4.25 


$2.50 
2.50 


$2.75 
2.70 


$0.15 
.00 


3.5 
.0 


$0.25 
.20 


10.0 












8.0 


Class B3 OOOo> 


73 


70 


40 


40 






5.05 
5.30 


5.05 
5.35 


3.10 
3.30 


3.10 
3.40 


.00 

.05' 


.0 

.9 


.00 
.10 


.0 












3.0 


Class B 4 OOOOo> 


206 


206 


80 


80 




Through freight— 
22 by 30 inch cylin- 


5.30 
6.20 
5.20 


5.30 
5.20 
5.20 


3.55 
3.35 
3.20 


3.55 
3.35 
3.20 


.00 
.00 
.00 


.0 
.0 
.0 


.00 
.00 
.00 


.0 


19£ by 28-inch cylin- 










.0 


20 by 24 inch cylin- 
ders 










.0 



RAILROAD LABOR ARBITRATIONS. 



567 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 



MISSOURI PACIFIC RY.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per 
miles or 
less to— 


day of 100 
10 hours or 


Increase to 
engineers. 


Increas 
fireme 


3 to 
n. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES — continued. 

Class B4, OOOOo>— Con. 
Local freight— 

22 by 30 inch cylin- 
ders 










$5.55 
5.55 
5.45 


$5.60 
5.55 
5.50 


$3.75 
3.55 
3.40 


$3.85 
3.65 
3.50 


$0.05 
.00 
.05 


0.9 
.0 
.9 


$0.10 
.10 
.10 


2.7 


19£ by 28 inch cylin- 
ders 










2.8 


20 by 24 inch cylin- 










2.9 


Class C2, OOoo> 


47 


47 


28 


30 




Passenger— 

19 by 22 inch cylin- 
ders 


4.40 
4.40 
4.15 


4.40 
4.40 
4.30 


2.65 
2.65 
2.40 


2.80 
2.65 
2.50 


.00 
.00 
.15 


.0 
.0 

3.6 


.15 

.00 
.10 


5.7 


18 by 24 inch cylin- 
ders 










.0 


16 by 24 inch cylin- 
ders 










4.2 


Class C3, OOOoo> . 


132 


132 


56 


56 






Through freight— 

1% bv 28 inch cylin- 




5.20 
5.20 
5.05 


5.20 
5.20 
5.05 
5.05 

5.55 
5.55 
5.35 
5.35 

4.40 
4.40 


3.35 
3.20 
3.10 

3.65 
3.40 
3.30 

2.80 
2.65 


3.35 
3.20 
3.10 
3.10 

3.65 
3.50 
3.40 
3.40 

2.80 
2.65 


.00 
.00 
.00 


.0 
.0 
.0 


.00 
.00 
.00 


.0 


20 by 24 inch cylin- 
ders 










.0 


19 lay 24 inch cylin- 
ders 










.0 


18 by 24 inch cylin- 
ders 












Local freight— 

19^by28inchcylin- 










5.55 


.00 
.00 
.05 


-.0 
.0 
.9 


.00 
.10 
.10 


.0 


20 by 24 inch cylin- 
ders 










5.55 
5.30 


2.9 


19 by 24 inch cylin- 
ders 










3.0 


18 by 24 inch cylin- 
ders 












Passenger— 

20 by 24 inch cylin- 
ders 










4.40 
4.40 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


19 by 26 inch cylin- 
ders 










.0 


Class E4, oOOOOo> 


45 


45 


104 


105 




Through freight 


5.40 
5.65 


5.45 
5.75 


3.60 
3.80 


3.75 

4.05 


.05 
.10 


.9 

1.8 


.15 
.25 


4.2 


Local freight 










6.6 


Class F2, oOOoo> 


10 


10 


59 


59 




Passenger 


4.40 
4.40 


4.40 

4.40 


2.80 
2.80 


2.80 
2.80 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


Class F3, oOOOoo>: 

Passenger 


38 


38 


74 


76 


.0 







MORGAN'S LOUISIANA & TEXAS R. R. AND STEAMSHIP CO. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 



Class A2, 00> 

Switching, first-class 

yards 

Switching, second-class 

yards 

Class A3, 000>: 

Oil 

Coal 

Oil, switching- 
First-class yards. . . 
Second-class yards. 



29 



S4.25 
4.00 



4.25 

4.00 



$4.25 
4.25 



4.40 
4.25 



$2.50 
2.40 



2.50 
2.40 



$2.70 
2.70 



2.75 
2.70 



$0.00 
.25 



0.0 



3.5 
6.3 



$0.20 
.30 



.25 



568 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

MORGAN'S LOUISIANA & TEXAS It. R. AND STEAMSHIP CO.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 

cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES — continued. 

Class A3, 000>— Contd. 

Coal, switching — 

First-class yards . . . 










$4.25 
4.00 


$4.25 
4.25 


$2.50 
2.40 


$2.70 
2.70 


$0.00 
.25 


0.0 
6.3 


$0.20 
.30 


8 


Second-class yards . 










12 5 


Class B3, O00o>: 

Oil 


} = 


{ 5 s 


}n 


ft 




Coal 


















Fr %f. 


5.35 


5.35 
5.35 


3.01 


3.05 
3.20 


.00 


.0 


.04 


1 3 


Coal 












Class C2, OOoo>: 

Oil 


9 

8 


9 

8 


37 

28 


37 

28 












Coal 


















Branch mixed, oil and 
coal- 
Salt Mine branch. . . 


4.40 
4.40 

4.82 
4.80 

4.80 

4.80 
4.80 
4.80 

4.80 
4.65 


4.40 
4.40 

4.82 
4.80 

4.80 

4.80 
4.80 
4.80 

4.80 
4.65 






.00 
.00 

.00 
.00 

.00 

.00 
.00 

.00 

.00 
.00 


.0 
.0 

.0 
.0 

.0 

.0 
.0 
.0 

.0 
.0 






Lockport branch. . . 
















. 


New Iberia-Mid- 
land branch 




































St. Martinsville 
branch 


















Baton Rouge 
branch.. 


















Cypremort branch. 




































Napoleonville 
branch 


















Passenger, oil 










2.85 

2.40 
2.40 
2.90 
2.65 

2.55 
2.55 

2.80 
2.80 
2.80 

2.80 

3.05 
3.05 


2.85 

2.40 
2.40 
2.90 
2.65 

2.55 
2.55 

2.80 
2.80 
2.80 

2.80 

3.05 
3.05 


.00 

.00 
.00 
.00 
.00 

.00 
.00 

.00 
.00 
.00 

.00 

.09 
.00 


.0 


Branch mixed, oil- 
Salt Mine branch... 










.0 


Lockport branch. ... 


















.0 


Alexandria branch . 


















.0 


Midland branch 


















.0 


Branch mixed, coal- 
Salt Mine branch... 


















.0 


Lockport branch. . . 


















.0 


St. Martinsville 


















.0 


Cypremort branch. 


















.0 


Tfnnma branch , 


















.0 


Napoleonville 
branch 


















.0 


Baton Rouge 


















.0 






















Class F2, oOOoo>: (oil).... 
Passenger 


1 


1 


52 


53 












4.40 


4.40 


2.65 


2.65 


.00 


.0 


.00 


.0 


Class F3, oOOOoo>: (oil).. 
Passenger 


3 


3 


71 


71 




4.80 


4.80 


2.90 


2.90 


.00 


.0 


.00 


.0 















NORTHERN PACIFIC R. R. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A2, 00> 


1 


1 


29 


29 


















Switching 


$4.25 


$4.25 


$2.50 


$2.70 


$0.00 


0.0 


$0.20 


8.0 


Class A3, 000>: 
Oil 


10 
160 


10 
IRQ 


75 

66 


75 
67 




Coal 






















4.25 
4.25 


4.40 
4.25 


2.50 
2.50 


2.75 
2.70 


.15 
.00 


3.5 
.0 


.25 
.20 


10.0 


Coal, switching 


| 






8.0 



RAILROAD LABOR ARBITRATIONS. 



569 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 



NORTHERN PACIFIC R. R.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increas 
fireme 


3 to 
n. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 

cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES — continued. 

ClassA4, 0000> 


14 


14 


67 


67 


















Switching 




$4.25 


$4.25 


S2.50 


$2.70 


$0.00 


0.0 


$0.20 


8.0 


Class B3, OOOo> 


86 


87 


43 


43 




Freight— 

100,000 pounds or 
more on drivers . . 


5.05 
4.90 


5.05 
4.90 


3.30 
3.10 


3.30 

3.10 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


Less than 100,000 

pounds on drivers 

Class B4, OOOOo> 










.0 


78 


84 


75 


76 




Switching 




4.50 
5.30 


'3.'75* 


2.75 
3.75 










Freight 










5.30 


.00 


.0 


.00 


.0 


Class B5, OOOOOo> 


2 


2 


66 65 
J 




Freight 


5.30 


5.30 


3.75 


3.75 


.00 


.0 


.00 


.0 


Class C2,OOoo> 


60 


63 


30 30 




Passenger — 

Standard engines, 
with 18-inch cyl- 
inders 






4.40 
4.40 


4.40 

4.40 


2.65 
2.55 


2.65 
2.55 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


Standard engines, 
with 17-inch cyl- 
inders or under... 










.0 


Class C3, OOOoo>: 

Oil 


9 1 9 
101 104 


48 


48 




Coal 


49 50 

















Oil burners, passenger— 

100,000 pounds or 

more on drivers . . 








4.55 
4.40 

4.55 
4.40 

5.05 


4.55 
4.40 

4.55 
4.40 

5.10 
5.05 


3.05 
2.85 

3.05 
2.85 

3.30 


3.05 
2.85 

3.05 

2.85 

3.30 
3.30 


.00 
.00 

.00 

.00 

.05 


.0 
.0 

.0 

.0 

1.0 


.00 
.00 

.00 
.00 

.00 


.0 


Less than 100,000 
pounds on drivers 










.0 


Coal burners, passen- 
ger— 
100,000 pounds or 
more on drivers . . 










.0 


Less than 100,000 
pounds on drivers 










.0 


Coal burners, freight— 
100,000 pounds on 
drivers or more . . 










.0 


Less than 100,000 
pounds on drivers 












Class D2,oOO> 


1 


1 


17 


17 












Switching 


4.25 


4.25 


2.50 


2.70 


.00 


.0 


.20 


8.0 


Class E3,oOOOo> 


150 150 


77 1 77 




Freight 


5.15 


5.15 


3.55 


3.55 


.00 


.0 


.00 


.0 


Class E4,oOOOOo>: 

on 


15 15 


102 103 




Coal 


255 255 106 


106 
















Oil burners, freight 








5.30 

5.55 

5.30 


5.45 

5.55 
5.45 


3.75 

3.75 
3.75 


3.75 

3.75 
3.75 


.15 

.00 
.15 


2.8 

.0 
2.8 


.00 

.00 
.00 


.0 


Coal burners, freight— 
215,000 pounds or 
more on drivers . . 










.0 


Less than 215,000 
pounds on drivers 








.0 


Class F2,oOOoo> 


6 6 


44 


44 




Passenger 


4.50 


4.50 3.05 


3.05 


.00 


•° 


.00 


.0 


Class F3,oOOOoo>: 

Oil 


2 3 

140 139 


72 
71 


71 
71 




Coal 












Passenger 






4.65 


. .. 
4.65 3.05 


3.05 


.00 


.0 


.00 


.0 


FOUB-CYLINDER COMPOUND 
LOCOMOTIVES. 

Class B4,OOOOo> 


14 


8 


90 


88 








Freight 


5.30 


5.30 


3.75 


3.75 


.00 


.0 


.00 


.0 



570 



RAILROAD LABOR ARBITRATION'S. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

NORTHERN PACIFIC R. R.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. v 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 

cent. 


POUR-CYLINDER COMPOUND 

locomotives— continued. 
Class C3, OOOoo> 


35 


35 


72 


72 


















Coal burners, freight— 
100,000 pounds on 
drivers or more . . . 


5.05 


5.10 


3.30 


3.30 


$0.05 


1.0 


$0.00 


0.0 


Class E6, oOOOOOOo> 
(Mallet): 
Oil 


9 
13 


9 
13 


158 
146 


158 
145 




Coal 


















Freight— 

275,000 pounds or 
more on drivers . . 


6.30 
6.05 


6.50 
6.05 


4.00 
4.00 


4.25 
4.00 


.20 
.00 


3.2 
.0 


.25 
.00 


6.3 


Less than 275,000 

pounds on drivers 

Class E 8, oOOOO- 

OOOOo> (Mallet): 

Oil 










.0 


8 
7 


8 

7 


200 
202 


200 
202 




Coal 




















6.30 


6.50 


4.00 


4.25 


.20 


3.2 


.25 


6.3 


TWO-CYLINDER COMPOUND 
OR CROSS-COMPOUND LO- 
COMOTIVES. 

Class B3, OOOo> 


19 


19 


54 


54 




Freight 


5.05 


5.05 


3.30 


3.30 


.00 


.0 


.00 


.0 


Class B4, OOOOo> 


26 


26 


84 


84 




Freight 


5.30 


5.30 


3.75 


3.75 


.00 


.0 


.00 


.0 


Class C3, OOOoo>: 

on 


2 
130 


2 
128 


59 
67 


58 
67 




Coal 


















Oil burners, passenger . . 


4.55 

4.55 
5.05 


4.55 

4.55 

5.10 
5.05 


3.05 

3.05 
3.30 


3.05 

3.05 

3.30 
3.30 


.00 

.00 
.05 


.0 

.0 
1.0 


.00 

.00 
.00 


.0 


Coal burners, passen- 
ger— 
100,000 pounds or 
more on drivers . . 










.0 


Coal burners , freight— 
100,000 pounds or 
more on drivers . . 










.0 


Less than 100,000 

pounds on drivers 

Class C4, OOOOoo> 












4 


4 


75 


75 












Freight 


5.30 


5.30 


3.75 


3.75 


.00 


.0 


.00 


.0 















OREGON SHORT LINE R. R. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000> 


40 


45 


70 


68 


















Switching — 

100,800, 129,700, 
140,000 pounds on 
drivers 


$4.50 
4.25 


$4.65 
4.65 


$2.60 
2.50 


$3.00 
3.00 


$0.15 
.40 


3.3 
9.4 


$0.40 
.50 


15.4 


135,600, 14 5,000, 
150,000 pounds on 
drivers 










20.0 


Class B3, OOOo>: 
Oil. 


}' 


{I 


}- 


/72 
{72 




Coal 


















Freight 


J5.05 


/5.05 
\5.05 


13.25 


?3.25 
\3.25 


} .00 


.0 


.00 




Passenger „ 




..— 


—.. 





.0 



RAILROAD LABOR ARBITRATIONS. 



571 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines— Continued. 

OREGON SHORT LINE R. R.— Continued. 





Num- • 
ber. i 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 


drivers 
(tons). 


Engineers. 


Firemen. 






1914 


1 

1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


single-kxpaxsiox loco- 
motives— continued. 

Class B4, OOOOo> 


75 


80 


91 


86 


















Freight— 

154,000 pounds on 


$5.20 
5.40 

5-40 
4.00 
5.00 


?5.40 
5.40 

5.40 
4.40 
5.40 


$3.45 
3.45 

3.55 
2.50 
3.20 


$3.75 
3.75 

3.75 

2.75 
3.75 


10.20 

.00 

.00 
.40 
.40 


3.8 
.0 

.0 
10.0 
8.0 


SO. 30 

.30 

.20 


8.7 


165,300 pounds on 
drivers 










8.7 


178,000, 184,000, 
187,000 pounds on 
drivers 










5.6 


Switching 










. 25 10. 


Work 










.55 | 17.1 


Class C2, OOoo> 


14 


15 


34 


32 




Passenger 


4.40 

4.80 
4.40 


4.40 

4.80 


2-65 
2.95 
2.70 


2.65 
2.95 


.00 

.00 


.0 
.0 


.00 .0 


Freight 










.00 


.0 


Work 












Class C3, OOOoo>: 
Oil 


7 

77 


7 
77 


65 


fil 












Coal 


60 60 


















Passenger, coal— 

89,900 pounds on 
drivers 






4.40 

4.65 

4.80 

4.80 
4.65 

4.80 
5.05 
5.05 
5.20 

5.05 
5.05 

4.40 

4.65 

4.65 
4.65 


4.65 

4.65 

4.80 

4.80 
4.65 

5.05 
5.05 
5.05 
5.20 

5.05 
5.05 


2.65 

2.80 

2.90 

3.00 
3.00 

2.95 
3.10 
3.25 
3.25 

3.10 
3.25 

2.70 

2.85 

3.00 
3.00 


2.85 

2.85 

2.90 

3.00 
3.00 

3.10 
3.10 
3.25 
3.25 

3.10 
3.25 


.25 

.00 

.00 

.00 
.00 

.25 
.00 
.00 
.00 

.00 
.00 


5.7 

.0 

.0 

.0 
.0 

5.2 
.0 
.0 
.0 

.0 
.0 


.20 
.05 

.00 


7.5 


103,400 pounds on 
drivers 










1.8 


142,900 pounds on 
drivers 










.0 


159,000 pounds on 
drivers 








.00 -O 


Passenger, oil 










.00 

.15 

.00 
.00 
.00 

.00 
.00 


.0 


Freight, coal— 

89,900 pounds on 
drivers 










5.1 


103,400 pounds on 
drivers 










.0 


132,000 and 140,000 
pounds on drivers 










.0 


159,000 pounds on 
drivers 










.0 


Freight, oil — 

103,400 pounds on 
drivers 










.0 


140,000 pounds on 
drivers 










.0 


Work train, coal — 
88,000 pounds on 
drivers 












103,400 pounds on 
drivers 




















132,000 and 140,000 
pounds on drivers. 




















"Work train, oil 




















Class C4,OOOOoo> 


7 


7 


80 


80 












Freight 




5.40 
4.00 


5.40 


3.45 
2.50 


3.75- 


.00 


.0 


.30 


8.7 


Switching 












Class E4, oOOOOo> 


50 


50 


104 


104 












Freight— 

205,400 and 206,200 
pounds on drivers 


5.40 
5.40 


5.40 
5.40 


3.55 

3.75 


3.55 
3.75 


.00 
.00 


.0 

.0 


.00 
.00 


.0 


214,000 pounds on 
drivers 










.0 


Class F2, oOOoo> 


12 


12 


53 


53 




Passenger 

Freight 


4.65 


4.65 
5.05 


2.80 


2.85 
3.10 


.00 


.0 


.05 


1.8 


Class F3, oOOOoo> 


29 


34 


77 


79 












Passenger — 

141,000 pounds on 
drivers 


4.80 
5.00 


4.80 

5-00 


3.00 
3.75 


3.00 
3.75 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


166,900 pounds on 
drivers............ 


.... 


.... 


.... 




.0 



572 



RAILROAD LABOR ARBITRATIONS. 



Rates -paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — 'Continued. 

OREGON SHORT LINE R. R.— Continued. 



Class. 



Num- 
ber. 



1914 



1915 



Aver- 
age 

weight 
on 

drivers 

(tons). 



1914 



1915 



Rate per day of 100 
miles or 10 hours or 
less to — 



Engineers. Firemen 



1914 



1915 



1914 



1915 



Increase to 
engineers. 



Amount. 



Per 

cent. 



Increase to 
firemen. 



Amount. 



FOTJR-CYLINDEK COMPOUND 
LOCOMOTIVES. 



Class B3, OOOo> 

Freight 

Class B4, OOOOo> 

Freight, 165,300 pounds 
on drivers 



72 



72 



$5.05 
5.40 



$5.05 
5.40 



$3.25 
3.45 



$3.25 
3.75 



$0.00 



0.0 
.0 



$0.00 



.30 



OREGON TRUNK LINE RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 



Class C3, OOOoo>. 



52 



52 



$4.65 



$4.65 



$3.05 



$3.05 



$0.00 



0.0 



$0.00 



OREGON- WASHINGTON R. R. & NAVIGATION CO. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000>: 
Oil 


15 

15 


17 
17 


67 
68 


69 

69 


















Coal 


















Switching- 


$4.25 
4.25 


$4.40 
4.25 


$2.50 
2.50 


$2.75 
2.70 


$0.15 
.00 


3.5 
.0 


$0.25 
.20 


10.0 












8.0 




1 


1 


9 


29 






4.25 


4.25 


2.50 


2.70 


.00 


.0 


.20 


8.0 


Class B3, O60o>: 
OiL 


4 

7 


3 

7 


41 
46 


44 
44 




Coal 


















Freight- 


4.85 
4.85 
4.25 


4.85 
4.85 
4.25 


3.15 
3.30 
2.50 


3.15 
3.30 
2.70 


.00 
.00 

.00 


.0 
.0 
.0 


.00 
.00 
.20 


.0 












.0 












8.0 


Class B4, OOOOo>: 
Oil 


5 
52 


4 
53 


75 

89 


87 
87 




Coal 


















Freight, oil burners— 
117,000 pounds on 


5.30 
5.40 

5.30 
5.40 


5.30 
5.40 

5.30 
5.40 


3.20 
3.30 

3.35 
3.45 


3.20 
3.30 

3.35 
3.45 


.00 
.00 

.00 
.00 


.0 
.0 

.0 
.0 


.00 
.00 

.00 
.00 


.0 


149,000 to 187,000 

pounds on drivers 

Freight, coal burners— 

117,000 pounds on 










.0 










.0 


149,000 to 187,000 
pounds on drivers 
Class C2, OOoo>: 
Oil 










.0 


4 
22 


4 
22 


23 
29 


28 
28 




Coal 


















Passenger — 
OiL 


4.80 
4.80 

4.80 

4.80 


4.80 
4.80 

4.80 
4.80 


2.80 
2.95 

2.80 
2.95 


2.80 
2.95 

2.80 
2.95 


.00 
.00 

.00 
.00 


.0 
.0 

.0 
.0 


.00 
.00 

.00 
.00 


.0 


Coal 










.0 


Freight- 










.0 


Coal „ 










.0 



RAILROAD LABOR ARBITRATIONS. 



573 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

OREGON-WASHINGTON R. R. & NAVIGATION CO.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 

cent. 


Amount. 


Per 

cent. 


single-expansion LOCO- 
MOTIVES— continued. 

Class C3, OOOoo>: 
Oil 


10 
46 


10 

46 


48 
63 


61 

61 




































Freight, oil burners — 
71,000 pounds on 


$4.85 
5.05 

4.85 
5.05 

4.55 

4.65 
4.25 


$4.85 
5.05 

4.85 
5.05 

4.55 

4.65 
4.25 


$2.90 
3.05 

3.05 

3.20 

2,80 

2.95 
2.50 


$2.90 
3.05 

3.05 
3.20 

2.80 

2.95 
2.70 


$0.00 
.00 

.00 
.00 

.00 

.00 
.00 


0.0 
.0 

.0 

.0 

.0 

.0 
.0 


$0.00 
.00 

.00 
.00 

.00 

.00 
.20 


0.0 


119,000 to 126,000 

pounds on drivers 

Freight, coal burners — 

71,000 pounds on 










.0 










.0 


119,000 to 126,000 
pounds on drivers 
Passenger— 

92,000 pounds on 










.0 










.0 


113,000 pounds on 










.0 












8.0 


Class E4, oOOOOo> 

Freight 


66 


66 


103 


103 




5.40 


5.45 


3.45 


3.70 


.05 


.9 


.25 


7.2 


Class F2, oOOoo> (oil) 


15 


15 


53 


53 




4.65 


4.65 


2.95 


2.95 


.00 


.0 


.00 


.0 


Class F3,oOOOoo>: 
OiL 


8 
14 


8 
14 


71 

77 


74 
74 




Coal 




















4.65 


4.65 


2.95 


2.95 


.00 


.0 


.00 


.0 


FOUK-CYLINDEB COMPOUND 
LOCOMOTIVES. 

Class B4, OOOOo>: 
Oil 


8 
4 


8 
4 


88 
86 


87 
87 




Coal 


















inch cylinders — 
Oil 


5.40 
5.40 


5.40 
5.40 


3.30 
3.45 


3.30 
3.45 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


Coal 










.0 


Class C3, OOOoo>: 

Oil 


1 
5 


1 

5 


69 
69 


61 
61 




Coal 




















4.65 


4.65 


2.95 


2.95 


.00 


.0 


.00 


.0 


Class E8,oOOOO-OOOOo> 
Freight 


3 


3 


197 


197 




6.40 


6.50 


4.00 


4.25 


.10 


1.6 


.25 


6.3 


Class F3, oOOOoo> (oil) . . . 


4 


4 


69 


74 




4.65 


4.65 


2.95 


2.95 


.00 


.0 


.00 


.0 















PIERRE, RAPID CITY & NORTHWESTERN R. R. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class C3, OOOoo> (oil) 


5 


6 


57 


58 


















Passenger 


$4.50 
5.05 
4.95 


$4.50 
5.05 


$3.05 
3.15 
2.95 


$3. 05 
3.15 


$0. 00 
.00 


0.0 
.0 


$0.00 
.00 


0.0 


Way freight 










.0 


Through freight 

































574 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — •Continued. 



ST. LOUIS, BROWNSVILLE & MEXICO RY. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increas 
fireme 


s to 
n. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 

cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000> (oil) 

Switching 


3 


4 


50 


53 


















$4.00 


$4.25 


$2.50 


$2.70 


$0.25 


6.3 


$0.20 


8.0 


Class B4, OOOOo> (oil)... 




20 




77 




Through freight 






5.20 
5.50 




3.15 
3.45 










Local freight 




















Class C2,OOoo>: 

Wood 


2 
14 




1 
15 


24 
29 


26 
29 












Oil 


















Passenger- 
Wood 


4.40 
4.15 


4.40 
4.30 


2.65 
2.40 


2.65 
2.50 


.00 
.15 


.0 
3.6 


.00 
.10 


.0 


Oil 










4.2 


Class C3, 00 Ooo> (oil).... 
Freight- 
Through — 

124,800 pounds 
on drivers 


37 


17 


55 


53 




5.10 

4.90 
5.50 
4.40 


5.10 

4.90 
5.50 
4.40 


3.05 

2.95 

3.30 
2.65 


3.05 

2.95 

3.30 
2.65 


.00 

.00 

.00 
.00 


.0 

.0 
.0 
.0 


.00 

.00 
.00 
.00 


.0 


98,000 pounds 
on drivers 










.0 


Local 










.0 


Passenger 










.0 















ST. LOUIS, IRON MOUNTAIN & SOUTHERN RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000> 


97 


98 


70 


70 


















Switching — 

First-class yards . . . 


$4.25 
4.25 


$4.40 
4.25 


$2.50 
2.50 


$2. 75. 
2.70 


$0.15 

.00 


3.5 
.0 


$0.25 
.20 


10.0 


Second-class yards. . 










8.0 


Class B4, OOOOo> 


161 


160 


77 


78 




Through freight — 
22 by 30 inch cylin- 
ders 


5.30 
5.20 
5.20 

5.55 
5.55 

5.45 


5.30 
5.20 
5.20 

5.60 
5.55 
5.50 


3.55 
3.35 
3.20 

3.75 
3.55 
3.40 


3.55 
3.35 
3.20 

3.85 
3.65 
3.50 


.00 
.00 
.00 

.05 

.00 
.05 


.0 
.0 
.0 

.9 

.0 
.9 


.00 
.00 
.00 

.10 
.10 
.10 


.0 


19 J by 28 inch cylin- 
ders 










.0 


20 by 24 inch cylin- 
ders 










.0 


Local freight — 

22 by 30 inch cylin- 
ders 










2.7 


19J by 28 inch cylin- 
ders 










2.8 


20 by 24 inch cylin- 
ders 










2.9 


Class C2, OOoo> 


38 


38 


30 


31 




Passenger — 

19 by 22 inch cylin- 
ders 


4.40 
4.40 
4.15 


4.40 
4.40 
4.30 


2.65 
2.65 
2.40 


2.80 
2.65 
2.50 


.00 
.00 
.15 


.0 
.0 

3.6 


.15 
.00 
.10 


5.7 


18 by 24 inch cylin- 
ders 










.0 


16 by 24 inch cylin- 
ders 










4.2 


Class C3, OOOoo> 


175 V, 


51 


51 




Through freight — 

19i by 28 inch cylin- 
ders 






5.20 
5.20 
5.05 


5.20 
5.20 
5.05 
5.05 


3.35 
3.20 
3.10 


3.35 
3.20 
3.10 
3.10 


.00 
.00 
.00 


.0 
.0 
.0 


.00 
.00 
.00 


.0 


20 by 24 inch cjdin- 










.0 


19 by 24 inch cylin- 
ders 










.0 


18 by 24 inch cylin- 
ders. _.._. 








' 





RAILROAD LABOR ARBITRATIONS. 



575 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines— Continued. 

ST. LOUIS, IRON MOUNTAIN & SOUTHERN RY — Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per 
miles or 
less to — 


day of 100 
10 hours or 


Increase to 
engineers. 


Increas 
fireme 


3 to 
n. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES — continued. 

Class C3. OOOoo>— Contd. 
Local freight — 

19* by 2S inch cylin- 










$5.55 


S5.55 


$3.55 
3.40 
3.30 

2.80 
2.65 


S3. 65 
3.50 
3.40 
3.40 

2.80 
2.65 


$0.00 
.00 
.05 


0.0 
.0 
.9 


$0.10 
.10 
.10 


2.8 


20 by 24 inch cylin- 










i 
5.55 5.55 

5.30 ' 5.35 


2.9 


19 by 24inchcylin- 










3.0 


18 by 24 inch cylin- 












5.35 
4.40 




Passenger — 

20 by 24 inch, cylin- 










4.40 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


19 by 26 inch cylin- 








4 40 4. 40 


.0 


ClassC4, OOOOoo> .. 


19 1Q Rfi 


86 




Through freight 


5. 40 5. 40 
5.65 5.70 


3.60 
3.80 


3.60 
3.90 


.00 
.05 


.0 
.9 


.00 
.10 


.0 




2.6 


Class E4, oOOOOo> 35 35 105 105 






Through freight 






5. 40 5. 45 
5. 65 5. 75 


3.60 
3.80 


3.75 
4.05 


.05 

.10 


.9 
1.8 


.15 
.25 


4.2 


Local freight 







6.6 


Class F2, oOOoo> 


30 


30 


59 


59 






4.40 4.40 


2.80 


2. SO 


.00 


.0 


.00 


.0 


Class F3, oOOOoo> 


22 


22 69 


70 




Passenger 


4.40 4.40 


2.80 


2.80 


.00 


.0 


.00 


.0 


Class F4, oOOOOoo>... 


7 


7 104 1C 










4.40 4.45 


2.80 


3.00 


.05 


LI 


.20 


7.1 


FOUE-CYLTNDEE COMPOUND 
LOCOMOTIVES. 

Class EK, oOOOOOOOOo> 


1 


1 


7107 


208 








Switching 1 




5.25 I 


4.00 


4.66 


.15 


2.9 


.00 


.0 













ST. LOUTS MERCHANTS' BRIDGE TERMINAL RY.i 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000> 


10 


10 


46 


46 




















$4.50 


$4.75 


$2.65 


$3.00 


$0.25 


5.6 


$0.35 


13.2 















SAN ANTONIO & ARANSAS PASS RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000> 


4 


4 


45 


45 


















Switching — 

First-class yards. . . 


$4.25 
4.00 


$4.25 
4.25 


$2.50 
2.40 


$2.70 
2.70 


$0.00 
.25 


0.0 
6.3 


$0.20 
.30 


8.0 


Second-class yards. 










12.5 


Class B3, OOOo> 


39 


39 


46 


48 




Switching- 


4.25 
4.00 
5.55 
4.90 
4.90 


4.25 
4.25 
5.55 
4.90 
4.90 


2.50 
2.40 
3.25 
2.85 
2.85 


2.70 
2.70 
3.25 
2.85 
2.85 


.00 
.25 
.00 
.00 
.00 


.0 

6.3 
.0 
.0 
.0 


.20 
.30 
.00 
.00 
.00 


8.0 


Second-class yards. 
Local freight 










12.5 










.0 


Through freight 2 










.0 


Work train 










.0 



i Rates for 1915 effective Oct 15, 1915. 

» Through freight is 100 miles, 8 hours or less; passenger is 100 miles, 5 hours or less. 



576 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 191&, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines— Continued. 

SAN ANTONIO & ARANSAS PASS RY.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 

cent. 


Amount. 


Per 

cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES — continued. 

Class B4, OOOOo> 


24 


24 


69 


71 


















Local freight 


$5.55 
4.90 
4.90 


$5.55 
4.90 
4.90 


$3.25 

2.85 
2.85 


$3.25 
2.85 
2.85 


$0.00 
.00 
.00 


0.0 
.0 
.0 


$0.00 
.00 
.00 


0.0 


Through freight * 










.0 


Work train 










.0 


Class C2, OOoo> 


18 


17 


29 


29 




Passenger— 

Under 18-inch eyl- 


4.15 
4.40 


4.30 
4.40 


2.40 
2.65 


2.50 
2.65 


.15 
.00 


3.6 
.0 


.10 
.00 


4.2 


18-ineh cylinders 










.0 


Class C3, OOOoo> 


9 


9 


48 


48 






4.40 
5.55 
4.90 
4.90 


4.40 
5.55 
4.90 
4.90 


2.65 
3.25 

2.85 
2.85 


2.65 
3.25 

2.85 
2.85 


.00 
.00 
.00 
.00 


.0 
.0 
.0 
.0 


.00 
.00 
.00 
.00 


.0 


Local freight 










.0 












.0 












.0 















ST. LOUIS & SAN FRANCISCO R. R. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A2, 00> 


1 


1 


39 


35 




















$4.00 


$4.25 


$2.40 


$2.70 


$0.25 


6.3 


$0.30 


12.5 


Class A3, 000> 


128 


107 


56 


60 




Switching- 
First-class yards 


4.25 
4.00 


4.25 
4.25 


2.50 
2.40 


2.70 
2.70 


.00 
.25 


.0 
6.3 


.20 
.30 


8.0 


Second-class yards . 










12.5 


Class B3, OOOo> 


39 


21 


41 


41 






5.00 


5.00 


3.10 


3.10 


.00 


.0 


.00 


.0 


Class B4, OOOOo> 


254 


238 


84 


88 




Freight 


5.40 


5.40 
4.40 


3.20 


3.60 
2.75 


.00 


.0 


.40 


12.5 














Class C2, OOoo> 


116 


85 


33 


37 












Passenger— 

Under 18-inch cyl- 
inders 


4.15 
4.40 


4.40 

4.40 
5.00 


2.40 
2.65 


2.65 

2.65 
2.95 


.25 

.00 


6.0 
.0 


.25 
.00 


10.4 


Over 18-inch cylin- 
ders 










.0 


Freight 












Class C3, OOOoo> 


346 


339 


58 


65 












Freight- 
Under 20-inch cyl- 
inders 


5.00 
5.10 


5.10 

5.10 
4.40 
4.25 


3.10 
3.20 


3.20 

3.20 
2.65 
2.70 


.10 
.00 


2.0 
.0 


.10 
.00 


3.2 


Over 20-inch cylin- 
ders 










.0 


































Class F3, oOOOoo> 


60 


60 


72 


7S 












Passenger — 

Under 138,000 
pounds on drivers 




4.40 
4.40 


4.40 
4.' 40 


2.65 
2.80 


2.80 
2.80 


.00 
.00 


.0 
.0 


.15 

.00 


5.7 


Over 138,000 
pounds on drivers 

FOUB-CYLINDEB, COMPOUND 
LOCOMOTIVES. 

Class C3 OOOoo> 










.0 


20 


20 


60 


69 




Freight- 
Under 20-inch cyl- 
inders 


5.30 
5.30 


5.30 
5.30 


3.35 
3.35 


3.35 
3.35 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


Over 20-inch cylin- 
ders 










.6 



1 Through freight is 100 miles, 8 hours or less; passenger is 100 miles, 5 hours or less. 



RAILROAD LABOR ARBITRATIONS. 



577 



Rates paid to locomotive engineers and firemen before and after the arbitartion of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

ST. LOUIS & SAN FRANCISCO R. R— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


FOUR-CYLINDER COMPOUND 

locomotives— contd. 

Class E8, oOOOO-OOOOo> 
(Mallet) . . . 


7 


7 


180 


180 


















Freight 


$6.40 


$6.50 


$4.00 


$4.25 


$0.10 


1.6 


$0.25 


6.3 


TWO-CYLINDER COMPOUND 
OR CROSS-COMPOUND LO- 
COMOTIVES. 

Class C3, OOOoo> 


4 


4 


63 


63 




Freight- 
er ndfer 20-inch cyl- 


5.10 
5.10 


5.10 
5.10 


3.20 
3.20 


3.20 
3.20 


.00 
.00 


.0 
.0 


.00 

.00 


.0 


Over 20-inch cylin- 










.0 















SAN PEDRO, LOS ANGELES & SALT LAKE R. R. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000>: 

Oil 


15 

1 


15 
1 


70 
70 


72 

72 


















Coal 


















Switching— 


$4.25 


$4.40 
4.25 


$2.60 
2.60 


$2.75 
2.70 


$0.15 
.00 


3.5 
.0 


$0.15 
.10 


5 8 


Second-class yards . 
Class B4, OOOOo>: 

Oil 










4.25 


3 8 


60 

24 


60 

24 


93 
92 


103 
103 




Coal 


















Freight— oil burners- 
West of Otis 


5.40 
5.40 
5.40 


5.40 
5.40 
5.40 


3.20 
3.30 
3.45 


3.30 
3.30 
3.45 


.00 
.00 
.00 


.0 
.0 
.0 


.10 
.00 
.00 


3.1 


East of Otis 




















.0 


Class C2, OOoo>: 

Oil 


3 
11 


3 
11 


33 
37 


56 
56 


Coal 




















4.40 


4.40 


2.65 


2.65 


.00 


.0 


.00 


o 


Class C3, OOOoo>: 

Oil 


7 

1 


I 


57 
64 


74 

74 




Coal 




















4.40 


4.40 


2.65 


2.65 


.00 


.0 


.00 


o 


Class E4, oOOOOo> (oil).. 


8 


8 


109 


143 




Freight 


6.65 


5.65 


3.75 


3.75 


.00 


.0 


.00 


o 


Class F2, oOOoo> (oil) 


4 


4 


54 


84 




Passenger 


4.40 


4.40 


2.65 


2.65 


.00 


.0 


.00 


o 


Class F3,oOOOoo>: 

Oil 


24 

8 


24 

8 


73 

70 


111 
111 




Coal 


















Passenger — oil burn- 
er s — 
West of Las Vegas.. 


4.65 
4.65 

4.65 


4.65 
4.65 

4.65 


2.90 
3.00 

3.75 


2.90 
3.00 

3.75 


.00 
.00 

.00 
.00 
.00 


.0 
.0 

.0 
.0 
.0 


.00 
.00 

.00 
.00 
.00 


.0 


East of Las Vegas. . 










.0 


Passenger— coal burn- 
ers 










.0 


Class Shay 


3 


3 


63 


63 


.0 


Switching 


5.50 


5.50 


3.05 


3.05 


o 















51393°— S. Doc. 493, 64-1 37 



578 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines—Continued. 



SOUTHERN PACIFIC CO. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. t 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 

cent. 


Amount. 


Per 

cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000>: 

Oil 


178 
3 


178 
3 


64 
70 


73 
42 


















Coal 


















Switching- 


$4.25 
4.00 


$4.25 
4.00 


$2.50 
2.40 


$2.50 
2.40 


$0.00 
.00 


0.0 
.0 


$0.00 
.00 















.0 


Class B3, 00 Oo>: (oil).... 
Passenger- 
Over 140,000 pounds 
on drivers- 
Valley 


174 


174 


68 


68 




4.40 
5.12 

4.52 
5.35 


4.40 
5.12 

4.52 
5.35 


2.65 
3.13 

2.65 
3.27 

3.90 


2.65 
3.13 

2.65 
3.27 

3.90 


.00 
.00 

.00 
.00 


.0 
.0 

.0 
.0 


.00 
.00 

.00 
.00 

.00 


.0 


Mountain (8 
miles perhour) 
18-inch cylinders 
and over — 
Valley . 










.0 










.0 


Mountain (8 
miles perhour) 

Between Rose- 
ville and 










.0 
.0 


Class B4, OOOOo> (oil). . . . 
Passenger— 

Over 140, 000 
pounds — 
Valley 


307 


307 


92 


92 












4.40 
5.12 

4.52 
5.35 


4.40 
5.12 

4.52 
5.35 


2.65 
3.13 

2.65 
3.27 


2.65 
3.13 

2.65 
3.27 


.00 
.00 

.00 
.00 


•0 
.0 

.0 
.0 


.00 
.00 

.00 
.00 


.0 


Mountain (8 
milesperhour) 
18-inch cylindersand 
over- 
Valley 










.0 










.0 












.0 


Class C2, OOoo >(oil) 

Passenger— 

Under 18-inch cyl- 
inders- 
Valley 


128 


128 


34 


34 




4.15 
4.90 

4.40 
5.12 


4.15 
4.90 

4.40 
5.12 


2.40 
3.00 

2.65 
3.13 


2.40 
3.00 

2.65 
3.13 


.00 
.00 

.00 
.00 


.0 
.0 

.0 
.0 


.00 
.00 

.00 
.00 


.0 












.0 


18-inch cylinders 
and over- 
Valley 










.0 












.0 


Class C3, OOOoo>: 
Oil 


246 
5 


246 
5 


58 
44 


58 
44 




Coal 


















Passenger— 

18-inch cylinders 
and over- 
Valley 


4.40 
5.12 

4.52 
5.35 


4.40 

5.12 

4.52 
5.35 


2.65 
3.13 

2.65 
3.27 

3.90 


2.65 
3.13 

2.65 
3.27 

3.90 


.00 
.00 

.00 
.00 


.0 
.0 

.0 
.0 


.00 
.00 

.00 
.00 

.00 


.0 












.0 


Over 140,000 pounds 
on drivers- 
Valley 










.0 












.0 


Between Rose- 
ville and 










.0 


Class C4, OOOOoo> (oil).. 
Passenger— 

18-inch cylinders 
and over — 
Valley 


33 


33 


64 


64 












4.40 
5.12 


4.40 
5.12 


2.65 
3.13 


2.65 
3.13 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


Mountain . . . 










.0 



RAILROAD LABOR ARBITRATIONS. 



579 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

SOUTHERN PACIFIC CO.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— » 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(Ions). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 

cent. 


Amount. 


Per 

cent. 


single-expansion loco- 
motives— continued. 

Class C4, OOOOoo> (oil) — 
Continued. 
Passenger— Continued. 
Over 140,000 pounds 
on drivers- 
Valley 










$4. 52 
5.35 


$4.52 
5.35 


$2.65 
3.27 

3.90 


$2.65 
3.27 

3.90 


$0.00 
.00 


0.0 
.0 


JO. 00 
.00 

.00 


0.0 


Mountain 

Between Rose- 
ville and 
Trurkoe 










.0 
.0 


Class T)2, oOO> (oil) 


1 




11 














Passenger— 

Vallev 




4.40 
5.12 




2.65 
3. 13 












Mountain 




















Class E3, oOOOo> (oil) 


1 


1 


40 


40 








./.'.'.'.'. X- 


Passenger- 
Oakland— 

Under lS-inch 


5.00 
5.15 

4.75 
4.90 


5.00 
5.15 

4.75 
4.90 


2.90 
2.90 

2.90 
2.90 


2.90 
2.90 

2.90 
2.90 


.00 

.00 

.00 
.00 


.0 
.0 

.0 
.0 


.00 
.00 

.00 
.00 


.0 


18-inch cylin- 
ders and over. 










.0 


Portland— 

Under 18-inch 
cylinders 










.0 


18-inch cylin- 
ders and over. 










.0 


Class E4, oOOOOo> (oil).. 


53 


53 


104 


103 




Passenger— 

18-inch cylinders 
and over — 
Vallev 


4.52 
5.35 

5.35 
5.57 
5.97 


4.52 
5.35 

5.35 
5.57 
5.97 


2.65 
3.27 

3.12 
3.40 
3.65 


2.65 
3.27 

3.12 
3.40 

3.65 


.00 
.00 

.00 
.00 
.00 


.0 
.0 

.0 
.0 
.0 


.00 
.00 

.00 
.00 
.00 


.0 


Mountain 










.0 


Freight- 
Over 140,000 pounds 
on drivers — 
Valley 










.0 


Mountain (8 
miles per 










.0 


Mountain (10 
miles per 










.0 


Class F2, oOOoo> (oil).... 
Passenger- 
Valley 


47 


47 


52 


52 




4.40 
5.12 


4.40 

5.12 


2.65 
3.13 


2.65 
3.13 


.00 
.00 


.0 
.0 


.00 
.00 


.0 












.0 


Class F3, oOOOoo> (oil). . 
Passenger— 

Vallev 


59 


59 


72 


71 


L 




4.52 
5.35 


4.52 
5.35 


2.65 
3.27 
3.90 


2.65 
3.27 
3.90 


.00 
.00 


.0 
.0 


.00 
.00 

.00 


.0 


Mountain (8 miles 













Between Roseville 
and Truckee 










.0 


Class A4, < O O O O > electric. 


1 


3 


51 


60 












4.15 
4.80 


4.15 
4.80 






.00 .0 






Freight 














.00 


.0 






FOTJR-CTLINDER COMPOUND 
LOCOMOTIVES. 

Class B3, OOOo>:(oil) 

Freight- 
Less than 75,000 
pounds on driv- 
ers- 
Valley 


2 


2 


72 


72 










4.80 
5.10 
5.50 


4.80 
5.10 
5.50 


2.61 
2.97 
3.22 


2.61 
2.97 
3.22 


.00 
.00 
.00 


.0 

.0 
.0 


.00 
.00 
.00 


.0 


Mountain (8 
miles per hour) 

Mountain (10 
milesperhouT) 










.0 


... 








.0 



580 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — -Continued. 



SOUTHERN PACIFIC CO.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Bate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 

cent. 


Amount. 


Per 
cent. 


FOUR-CYLINDER COMPOUND 

locomotives — contd. 

Class B3, OOOo> (oil)— 
Continued. 
Freight— Continued . 
110,000 to 140,000 
pounds on driv- 
ers- 
Valley 










$5.12 
5.35 
5.73 

5.35 
5.57 
5.97 


$5.12 
5.35 
5.73 

5.35 
5.57 
5.97 


$2.84 
3.11 
3.36 

2.97 
3.25 
3.50 

3.75 
4.00 


$2.84 
3.11 
3.36 

2.97 
3.25 
3.50 

3.75 
4.00 


$0.00 
..00 
.00 

.00 
.00 
.00 


0.0 
.0 
.0 

.0 
.0 
.0 


$0.00 
.00 
.00 

.00 
.00 
.00 

.00 
.00 


0.0 


Mountain (8 
miles per hour) 
Mountain (10 
miles per hour) 
Over 140,000 
pounds on driv- 
ers- 
Valley 










.0 










.0 










.0 


Mountain (8 
milesperhour) 

Mountain (10 
milesperhour) 

Between Rose- 
vi 1 le and 










.0 










.0 










.0 


Do 


















.0 


Class C3, OOOoo>(oil) 

Freight- 
Less than 75,000 
pounds on 
drivers- 
Valley 


3 


3 


71 


71 












4.80 
5.10 
5.50 

4.90 
5.10 
5.50 


4.80 
5.10 
5.50 

4.90 
5.10 
5.50 


2.61 
2.97 
3.22 

2.71 
2.97 
3.22 


2.61 
2.97 
3,22 

2.71 
2.97 
3.22 


.00 
.00 
.00 

.00 
.00 
.00 


.0 
.0 
.0 

.0 
.0 
.0 


.00 
.00 
.00 

.00 
.00 
.00 


.0 


Mountain 
(8 miles per 










.0 


Mountain 
(10 miles per 










.0 


75,000 to 110,000 
pounds on 
drivers — 
Valley 










.0 


Mountain 
(8 miles per 










.0 


Mountain 
(10 miles per 










.0 


Class E8,oOOOO-OOOOo> 
foil"* 


49 


49 


199 


199 




Freight- 
Valley 


6.35 

6.57 

6.97 

5.52 
6.35 


6.35 

6.57 

6.97 

5.52 
6.35 


4.00 
4.00 

4.00 

4.00 
4.00 


4.00 

4.00 

4.00 

4.00 
4.00 


.00 

.00 

.00 

.00 
.00 


.0 

.0 

.0 

.0 
.0 


.00 

.00 

.00 

.00 
.00 


.0 


Mountain (8 miles 










.0 


Mountain (10 miles 










.0 


Passenger— 

Vallev 










.0 












.0 


Class F2, oOOoo> (oil).... 
Freight- 
Valley 


19 


19 


53 


53 




4.90 
5.10 
5.50 


4.90 
5.10 
5.50 


2.71 
2.97 
3.22 


2.71 

2.97 
3.22 


.00 
.00 
.00 


.0 
.0 
.0 


.00 
.00 
.00 


.0 


Mountain (8 miles 










.0 


Mountain (10 miles 
per hour) 






« 




.0 



RAILROAD LABOR ARBITRATIONS. 



581 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines- -Continued. 

SOUTHERN PACIFIC CO.-Continued. 



Class. 


Num- 
ber. 


Aver- 
age 
weight 

on 
drivers 
(tons). 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 




Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 

cent. 


FOUR-CYLINDER COMPOUND 

locomotives— contd. 

Class F6, oOOO-OOOoo> 
(oil) 


12 


12 


160 


160 
















Freight- 


$6.35 

6.57 

6.97 

5.52 
6.35 


$6.35 

6.57 

6.97 

5.52 
6.35 


$4.00 

4.00 

4.00 

4.00 
4.00 


$4.00 

4.00 

4.00 

4.00 
4.00 


$0.00 

.00 

.00 

.00 
.00 


0.0 

.0 

.0 

.0 
.0 


$0.00 

.00 

.00 

.00 
.00 


0.0 


Mountain (8 miles 
per hour) 










.0 


Mountain (10 miles 










.0 


Passenger— 

Valley 










.0 












.0 


TWO-CYLINDER COMPOUND 
OR CROSS-COMPOUND LO- 
COMOTIVES. 

Class B4, OOOOo> (oil)... 


9 


9 


87 


87 




Freight— 

110,000 to 140,000 
pounds on 
drivers — 
Valley 


5.12 
5.33 
5.73 
5.35 
5.57 


5.12 
5.33 
5.73 
5.35 
5.57 
5.97 


2.84 

3.11 

3.36 

2.97 

3.25 

3.50 

3.75 
4.00 


2.84 

3.11 

3.36 

2.97 

3.25 

3.50 

3.75 
4.00 


.00 
.00 
.00 
.00 
.00 
.00 


.0 
.0 
.0 
.0 
.0 
.0 


.00 

.00 

.00 

.00 

.00 

.00 

.00 
.00 


.0 


Mountain 
(8 miles per 
hour) 










.0 


Moun tain 
(10 miles per 
hour) 










.0 


Over 140,000 pounds 
on drivers- 
Valley 










.0 


Mountain 
(8 miles per 
hour) 










.0 


Mountain 
(10 miles per 
hour) 










5.97 


.0 


Between Rose- 
ville and 
Truckee 










.0 


Do 


















.0 


Class C4, OOOOoo> (oil) . . 


13 


13 


69 


78 












Freight— 

110,000 to 140,000 
pounds on driv- 
ers- 
Valley 


5.12 
5.33 
5.73 
5.35 
5.57 
5.97 


5.12 
5.33 
5.73 
5.35 
5.57 
5.97 


2.84 

3.11 

3.36 

2.97 

3.25 

3.50 

3.75 
4.00 


2.84 

3.11 

3.36 

2.97 

3.25 

3.50 

3.75 
4.00 


.00 
.00 
.00 
.00 
.00 
.00 


.0 
.0 
.0 
.0 
.0 
.0 


.00 

.00 

.00 

.00 

.00 

.00 

.00 
.00 


.0 


Mountain (8 
miles per 
hour) 













Mountain (10 
miles per 
hour) 










.0 


Over 140,000 pounds 
on drivers — 
Valley 










.0 


M o u n t a i n (8 
miles per 
hour) 










.0 


Mountain (10 
miles per 
hour) 










.0 


Between Rose- 
ville and 
Truckee 












Do 


















.0 























582 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — -Continued. 

SPOKANE, PORTLAND & SEATTLE RY. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000> 


8 


8 


70 


70 




















$4.25 


$4.40 


$2.50 


$2.75 


$0.15 


3.5 


$0.25 


10.0 


Class B3, OOOo> 


1 


1 


42 


42 






4.80 


4.80 


2.95 


2.95 


.00 


.0 


.00 


.0 


Class B4, OOOOo> 


14 


14 


82 


82 




Freight 


5.30 


5.30 


3.40 


3.40 


.00 


.0 


.00 


.0 


Class C2, OOoo> 


6 


6 


28 


23 






4.40 


4.40 


2.55 


2.55 


.00 


.0 


.00 


.0 


Class C3, OOOoo> 


17 


17 


69 


69 






4.65 


4.65 


3.05 


3.05 


.00 


.0 


.00 


.0 


Class E3, oOOOo> 


15 


15 


75 


75 






5.30 


5.30 


3.40 


3.40 


.00 


.0 


.00 


.0 


FOUR-CYLINDER COMPOUND 
LOCOMOTIVES. 

Class F2, oOOoo> 


10 


10 


54 


54 




Passenger 


4.65 


4.65 


3.05 


3.05 


.00 


.0 


.00 


.0 















ST. LOUIS SOUTHWESTERN RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000> 


8 


7 


50 


50 


















Switching- 


$4.25 
4.00 


$4.25 
4.25 


$2.50 
2.40 


$2. 70 
2.70 


$0.00 
.25 


0.0 
6.3 


$0.20 
.30 


8.0 












12.5 


Class B3, OOOo> 


39 


39 


59 


59 




Switching- 
First-class yards. . . 


4.25 
4.00 


4.25 
4.25 

4.40 

4.95 
5.20 

5.30 
5.50 


2.50 
2.40 

3.05 
3.20 

3.30 
3.45 


2.70 
2.70 

2.75 

3.05 
3.20 

3.35 
3.50 


.00 
.25 


0.0 
6.3 


.20 
.30 


8.0 












12 5 


140,000 pounds and 












Through freight— 

18 by 24-inch cylin- 










4.95 


.00 
.00 

.00 
.05 


0.0 
0.0 

0.0 
0.9 


.00 
.00 

.05 
.05 


0.0 


19 by 26 inch cylin- 
ders 










5.20 

5.30 
5.45 


0.0 


Local freight— 

18 by 24 inch cylin- 










1.5 


19 by 26 inch cylin- 
ders 










1.4 


Class B4, OOOOo> 

Through freight— 

22 by 28 inch cylin- 


24 


24 


91 


90 




5.40 
5.40 
5.40 

5.65 
5.65 
5.65 


5.40 
5.40 
5.40 

5.70 
5.70 
5.70 


3.45 
3.55 
3.75 

3.70 
3.80 
4.00 


3.45 
3.55 
3.75 

3.75 
3.85 
4.05 


.00 
.00 
.00 

.05 
.05 
.05 


0.0 
0.0 
0.0 

0.9 
0.9 
0.9 


.00 
.00 
.00 

.05 
.05 
.05 


0.0 


22 by 30 inch cylin- 










0.0 


25 by 30 inch cyl in- 










0.0 


Local freieht— 

22 by 28 inch cyl Ln- 










1.4 


22 by 30 inch cylin- 










1.3 


25 by 30 inch cylin- 










1.3 


Class C2 OOoo> 


24 


25 


36 


36 




Passenger— 

18719 by 26 inch cyl- 


4.40 

4.15 
4.95 
5.30 


4.40 

4.30 
4.95 


2.65 

2.40 
2.95 
3.20 


2.65 

2.50 
2.95 


.00 

.15 
.00 


0.0 

3.6 
0.0 


.00 

.10 
.00 


0.0 


17 by 24 inch cylin- 










4.2 












0.0 


Local freight 













RAILROAD LABOR ARBITRATIONS. 



583 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — -Continued. 

ST. LOUIS SOUTHWESTERN RY.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class C3, OOOoo> 


22 


21 


68 


68 




















$4.40 

4.95 
5.20 

5.30 

5.30 
5.55 
5.55 


$4.40 

4.95 
5.20 

5.30 

5.30 
5.55 


$2.80 

2.95 
3.25 
3.40 

3.20 
3.50 
3.66 


$2.80 

2.95 
3.25 
3.40 

3.20 
3.50 


$0.00 

.00 
.00 
.00 

.00 
.00 


0.0 

0.0 
0.0 
0.0 

0.0 
0.0 


$0.00 

.00 
.00 
.00 

.00 
.00 


0.0 


Through freight — 

17 by 24 inch cylin- 
ders 










0.0 


20 by 26 inch cylin- 










0.0 


21 by 28 inch cylin- 
ders 










0.0 


Local freight— 

17 by 24 inch cylin- 










0.0 


20 by 26 inch cylin- 










0.0 


21 by 23 inch cylin- 












Class F2, oOOoo> 


6 


6 


46 


46 














4.40 


4.40 


2.65 


2.65 


.00 


0.0 


.00 


0.0 















TACOMA EASTERN R. R. 



SINGLE -EXPANSION LOCO- 
MOTIVES. 

Class B4, OOOOo> (oil)... 


5 


4 


52 


78 




















$5.30 
5.45 
5.65 




52.85 
3.35 
3.40 












Through freight . . . 








































Class C3, OOOoo> (oil) 


5 


5 


58 


50 












Passenger 


4.55 
5.25 
5.45 


4.55 
5.30 
5.50 


$2.95 
3.20 
3.35 


$2.95 
3.25 
3.40 


$0.00 
.05 
.05 


0.0 
1.0 
.9 


$0.00 
.05 
.05 


0.0 


Through freight 










1.6 












1.5 















TERMINAL RAILROAD ASSOCIATION OF ST. LOUIS. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000> 


109 


109 


71 


71 




















$4.50 


$4.75 


$2.65 


$3.00 


$0. 25 


5.6 


$0.35 


13.2 


Class B3, OOOo> 


3 


3 


42 


42 




Switching 


4.50 


4.75 


2.65 


3.00 


.25 


5.6 


.35 


13.2 















Note.— Rates for 1915 effective Oct. 15, 1915. 

TEXAS & NEW ORLEANS R. R. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A2, 00> (oil) 


1 


1 


26 


26 


















Switching — 

First-class yards 


$4.25 
4.00 


$4.25 


$2. sn 


$2.70 
2.70 


$0.00 
.25 


0.0 
6.3 


$0.20 
.30 


8.0 


Second-class yards. 










4.25 2.40 


12.5 


Class A3, 000>: 

Oil 


20 

4 


20 

4 


63 
57 


63 
57 








Coal 


















Oil, switching — 

First-class yards 


4.25 
4.00 

4.25 
4.00 


4.40 


2. SO 


2.75 
2.70 

2.70 
2.70 


.15 
.25 

.00 
.25 


3.5 
6.3 

.0 
6.3 


.25 
.30 

.20 
.30 


10.0 


Second-class yards. 










4.25 j 2.40 

4.25 2.50 
4.25 1 2.40 


12.5 


Coal, switching- 
First-class yards 










8.0 


Second-class yards. 










12.5 



584 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

TEXAS & NEW ORLEANS R. R.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES — continued. 

Class C2, OOoo>: 

Oil..... 


8 
1 


9 
1 


35 
24 


34 

24 


















Coal 


















Oil — Branch mixed — 
Rusk branch 


$4.40 


$4.40 
4.65 

4.30 
4.40 

4.30 

4.40 
4.65 


$2.40 

2.40 
2.65 

2.40 

2.65 
2.62 


S2.40 
2.47 

2.50 
2.65 

2.50 

2.65 
2.62 


$0.00 


0.0 


$0.00 


0.0 


Clinton branch 












Oil — Branch passen- 
ger- 
Less than 18-inch 
cylinders 










4.15 
4.40 

4.15 

4.40 
4.65 


.15 

.00 

.15 

.00 
.00 


3.6 
.0 

3.6 

.0 
.0 


.10 

.00 

.10 

.00 
.00 


4 2 


Cylinders 18 inches 
and over 










.0 


Oil— Passenger- 
Less than 18-inch 
cylinders 










4.2 


Cylinders 18 inches 
and over 










.0 


Coal — Branch mixed . . . 










.0 


Class C3, OOOoo> 




1 




44 




Branch freight 






4.80 ... 


2.85 










Class F2,oOOoo> (oil) 


2 


2 


53 


53 
















Passenger 


4.40 


4.40 


2.65 


2.65 


.00 


.0 


.00 


.0 


Class F3,oOOOoo> (oil)... 


4 


4 


71 


71 




Passenger 


4.80 


4.80 


2.90 


2.90 


.00 


.0 


.00 


.0 


FOUR-CYLINDER COMPOUND 
LOCOMOTIVES. 

Class F2, oOOoo> (oil) 

Passenger 


3 


3 


55 


55 




4.60 


4.60 


2.78 


2.78 


.00 


.0 


.00 


.0 















TEXAS & PACIFIC RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000>: 

Oil 


3 

36 


2 
37 


39 

44 


44 
44 


















Coal 


















Switching- 
First-class yards 


$4.25 
4.00 


$4.25 
4.00 


$2.50 
2.40 


$2.50 
2.40 


$0.00 
.00 


0.0 
.0 


$0.00 
.00 


0.0 


Second-class yards. 










.0 


Class B3,OOOo>: 

Oil 


2 

18 


2 

18 


35 
35 


35 
35 




Coal 


















Switching — 

First-class yards 


4.25 
4.00 


4.25 
4.00 


2.50 
2.40 


2.50 
2.40 


.00 
.00 


.0 
.0 


.00 
.00 


.0 












..0 


Class B4, OOOOo> 


10 


10 


91 


91 




Through freight 


5.40 
5.75 


5.40 

5.75 


3.65 
3.75 


3.65- 
3.75 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


Local freight 










.0 


Class C2, OOoo> 


72 


69 


25 


26 




Passenger— 

Under 18-inch cyl- 
inders 


4.15 
4.40 
4.95 


4.30 
4.40 
4.95 


2.40 
2.65 


2.50 
2.65 


.15 

.00 
.00 


3.6 
.0 
.0 


.10 
.00 


4.2 


18-inch cylinders 










.0 


Through freight- 
All 8-wheel engines 
18-inch cylinders 




1 














3.00 


3.00 


.00 


• 


Local freight — 

All engines under 
20 by 26 inch cyl- 










5.30 


5.30 


.00 


.0 




18-inch cylinders or 
under 










3.30 


3.30 


.00 


.0 



KAILROAD LABOR ARBITRATIONS. 



585 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 

TEXAS & PACIFIC RY.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES— continued. 

(lassC3, OOOoo> 


249 


250 


56 


57 


















Passenger— 

Under 18-inch cyl- 
inders 


$4.15 

4.40 
4.55 


$4.15 

4.40 
4.55 


$2.40 

2.65 
2.80 
2.90 


$2.40 

2.65 
2.80 
2.90 


$0.00 

.00 
.00 


0.0 

.0 
.0 


$0.00 

.00 
.00 
.00 


0.0 


18-inch cylinders or 
under 20-inch cyl- 
inders 










.0 


20-inch cylinders . . . 










.0 


21-inch cylinders . . . 










.0 


Through freight— 
19-in chcylinders 
and under (10- 
wheel) 










5.05 
5.20 
5.40 

5.30 
5.55 
5.75 


5.05 
5.20 
5.40 

5.30 
5.55 
5.75 


.00 
.00 
.00 

.00 
.00 
.00 


.0 
.0 
.0 

.0 
.0 
.0 




Over 19-inch cylin- 
ders 


















22-inch cylinders 
and over 


















Local freight- 
Under 20-inch cyl- 
inders 


















20-inch cylinders 
and over 


















22-inch cylinders 
and over 


















18-inch cylinders or 
under- 
Through freight 
Local freight . . . 










3.00 


3. on 


.00 
.00 

.00 
.00 

.00 
.00 

.00 
.10 


.0 














3.30 3.30 

3.15 3.15 
3.45 3.45 

3.35 3.35 
3.65 3.65 

3.55 3.55 
3.75 3.85 






.0 


19-inch cylinders- 
Through freight 
Local freight . . . 


















.0 


















.0 


20-inch cylinders— 
' Through freight 
Local freight . . . 


















.0 




















22-inch cylinders — 
Through freight 
Local freight . . . 


















.0 


















2.7 


22-inch cylinders 

(consolidation) — 

Through freight 
















3.65 
3.95 






























Cla«s F2, oOOoo> 


2 


2 


58 


58 
















Passenger 


4.40 


4.40 


2.80 


2.80 


.00 


.0 


.00 


.0 



















TRINITY & BRAZOS VALLEY RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 



Class A3, 000> (oil) 

Switching 

Class B3, OOOo>: 

Oil 

Coal 

Passenger 

Freight 

Class B4, OOOOo> 

Freight 

Class C2, OOoo> (oil) 

Passenger 

Class C3, OOOoo> (oil)... 

Passenger 

Freight 



$4.25 



4.40 
5.55 



5.55 
4."40" 



4.40 
5.55 



$4.25 



4.40 
5.55 



5.55 
'4.40 



4.40 
5.55 



$2. 50 



2.55 
3.45 



3.45 
2." 55 



2.65 
3.45 



$2.70 



2.55 
3.45 



3.45 
2*5o' 



2.65 
3.45 



$0.00 



0.0 



$0.20 



586 



RAILROAD LABOR ARBITRATIONS. 



Fates paid to locomotive' engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — -Continued. 



UNION PACIFIC R. R. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 


Increase to 
engineers. 


Increas 
fireme 


3 to 

n. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000> 


109 


109 


63 


65 


















Switching— 

18 by 26 inch cylin- 
ders 


$4.25 
4.25 


$4.25 
4.40 


$2.50 
2.50 


$2.70 
2.75 


$0.00 
.15 


0.0 
.3.5 


$0.20 

.25 


8.0 

10 


19 by 26 inch cylin- 










Class B3, OOOo> 


2 


.2 


48 


49 




Freight — 

18 by 26 inch cylin- 


4.55 


4.80 


3.00 


3.00 


.25 


5.5 


.00 


o 


Class B4, OOOOo> 


216 


223 


92 


92 




Freight— 

21 by 30 inch cylin- 
ders..: 


5.40 
5.30 
5.40 
5.10 


5.40 
5.30 
5.40 
5.10 

4.40 


3.55 
3.55 
3.55 
3.30 


3.55 
3.55 

3.55 
3.30 

2.75 


.00 
.00 
.00 
.00 


.0 
.0 
.0 

.0 


.00 
.00 
.00 
.00 


.0 


21 by 28 inch cylin- 
ders 










.0 


22 by 30 inch cylin- 
ders 










.0 


20 by 24 inch cylin- 
ders 










.0 


Switching— 

21 by 28 inch cylin- 
ders..... 












Class C2, OOoo> 


44 


45 


32 


32 












Passenger — 

18 by 26 inch cylin- 
ders 


4.40 

4.75 


4.40 

4.75 


2.65 
3.00 


2.65 
3.00 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


Freight— 

18 by 26 inch cylin- 
ders 










.0 


Class C3, OOOoo> 


120 


131 


58 


60 




Passenger — 

18 by 24 inch cylin- 
ders 


4.40 
4.50 
4.50 
4.65 

4.75 
4.90 

5.05 
4.90 

5.05 

4.25 


4.40 
4.50 
4.50 
4.65 

4.75 
4.90 

5.05 
4.90 

5.05 

4.25 


2.65 
2.80 
2.80 
2.90 

3.00 
3.15 

3.25 
3.15 

3.30 

2.50 


2.65 
2.80 
2.80 
2.90 

3.00 
3.15 

3.25 
3.15 

3.30 

2.70 


.00 
.00 
.00 
.00 

.00 
.00 

.00 
.00 

.00 

.00 


.0 

.0 
.0 
.0 

.0 
.0 

.0 
.0 

.0 

.0 


.00 
.00 
.00 
.00 

.00 
.00 

.00 
.00 

.00 

.20 


.0 


19 by 24 inch cylin- 
ders 










.0 


20 by 24 inch cylin- 
ders 










.0 


20 by 28 inch cylin- 
ders 










.0 


Freight— 

18 by 24 inch cylin- 
ders 










.0 


, 19 by 24 inch cylin- 
ders 










.0 


67 tons on drivers, 
20 by 28 inch cyl- 
inders 










.0 


20 by 24 inch cylin- 
ders 










.0 


73 tons on drivers, 
20 by 28 inch cyl- 










.0 


Switching— 

18 by 24 inch cyl- 










8.0 


ClassC4, OOOOoo> 


8 


8 


83 


83 




Freight— 

21 by 30 inch cyl- 


5.40 


5.40 


3.55 


3.55 


.00 


.0 


.00 


.0 


Class E4, oOOOOo> 

Freight— 

23f hy 30 inch cyl- 
inders 


95 


110 








5.40 
5.40 


5.45 
5.45 


3.55 
3.75 


3.70 
3.75 


.05 
.05 


.9 
.9 


.15 
.00 


4.2 


26 by 28 inch cylin- 
ders 










.0 



RAILROAD LABOR ARBITRATIONS. 



587 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — Continued. 



UNION PACIFIC R. R.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 

cent. 


Amount. 


Per 

cent. 


single-expansion loco- 
motives— continued. 

Class E4, oOOOOo>— Con. 
Passenger — 

26 by 28 inch cylin- 










*5. 00 


$5.00 


13.75 


$3.75 


$0.00 


0.0 


$0.00 


0.0 


Class F2 oOOoo> 


20 


20 


53 


53 






Passenger— 

20 by 28 inch cylin- 


4.50 


4.50 


2.90 


2.90 


.00 


.0 


.00 


.0 


Class F3 oOOOoo> 


80 


100 


70 


76 




Passenger — 

22 by 28 inch cylin- 


4.65 
4.65 


4.65 
4.65 


3.00 
3.00 


3.00 
3.00 


.00 
.00 


.0 

.0 


.00 
.00 


.0 


26 by 28inchcylin- 










.0 


fOTJE-CYLLNDER COMPOUND 
LOCOMOTIVES. 

Class B 4 OOOOo> 


59 


55 


82 


82 




Freight— 

15t-26 by 30 inch 
cylinders 


5.40 
5.40 


5.40 
5.40 


3.55 
3.55 


3.55 
3.55 


.00 
.00 


.0 

.0 


.00 
.00 


.0 


17i-28 by 30 inch 










.0 


Class C3 OOOoo> . 


32 


23 


72 


72 




Passenger— 

15^-26 by 28 inch 


4.65 
5.05 


4.65 
5.05 


2.90 
3.25 


2.90 
3.25 


.00 
.00 


.0 
.0 


.00 
.00 


.0 


Freight— 

15^-26 by 28 inch 










.0 


Class F2, oOOoo> 


15 


15 


55 


55 




Passenger — 

16-27 by 28 inch 


4.50 


4.50 


2.90 


2.90 


.00 


.0 


.00 


.0 


Class E8,oOOOO-OOOOo> 


3 


3 


147 


147 




Freight— 

26-40 bv 30 inch 


6.40 


6.50 


4.00 


4.25 


.10 


1.6 


.25 


6.3 















UNION STOCK YARDS OF OMAHA. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000>: 

Switching 



$4.25 



$4.25 $2.50 $2.70 

1 I 



$0.00 



0.0 



$0.20 



WABASH R. R. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A2, OO > 


15 


14 


30 


32 


















Switching- 


$4.25 
4.00 


$4.25 
4.25 


$2.50 
2.40 


$2.70 
2.70 


$0.00 
.25 


0.0 
6.3 


SO. 20 
.30 


8 


Second-class yards. . 










12 5 


Class A3, 000> 


99 


99 


64 


64 




Switching- 


4.25 
4.00 


4.40 
4.40 


2.50 
2.40 


2.75 
2.75 


.15 
.40 


3.5 
10.0 


.25 
.35 


10 


Second-class yards.. 










14.6 



588 



RAILROAD LABOR ARBITRATION'S. 



Rates -paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — ■Continued. 

WABASH R. R.— Continued. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 


Increase to 
engineers. 


Increasi 
fireme 


B to 

n. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 

cent. 


single-expansion loco- 
motives— continued. 

Class B3, OOOo> 


119 


135 


59 


59 


















Freight 


$5.05 

4.25 
4.00 


15.05 

4.40 
4.25 


$3.15 

2.50 
2.40 


$3.15 

2.75 
2.70 


$0.00 

.15 
.25 


0.0 

3.5 

6.3 


$0 00 

.25 
.30 





Switching- 










10 


Second-class yards. . 










12.5 


Class B4, OOOOo> 


49 


49 


90 


90 




Freight— 

119,000 pounds on 
drivers 


5.30 
5.30 
5.30 


5.30 
5.30 
5.30 


3.30 
3.30 
3.45 


3.30 
3.30 
3.45 


.00 
.00 
.00 


.0 
• 
.0 


.00 
.00 
.00 


.0 


154,500 pounds on 
drivers 










.0 


198,600 pounds on 
drivers 










.0 


Class C2, OOoo> 


72 


70 


31 


31 




Passenger — 

46,000-61,000 pounds 
on drivers 


4.15 
4.40 

4.90 


4.30 
4.40 

4.90 
4.90 


2.40 
2.65 

2.85 


2.50 

2.65 

2.85 
2.90 


.15 
.00 

.00 


3.6 
.0 

.0 


.10 
.00 

.00 


4.2 


79,505 pounds on 
drivers 










.0 


Freight— 

55,000-60,800 pounds 
on drivers 










.6 


79,505 pounds on 
drivers 












Class C3, OOOoo> 


113 


112 


46 


41 












Passenger 


4.40 


4.40 

4.90 
5.05 


2.65 
3.15 


2.65 

2.90 
3.15 


.00 


.0 


.00 


.0 


Freight— 

75,000 pounds on 
drivers 












105,525 - 128,512 

pounds on drivers 

Class E3, oOOOo> 










5.05 


.00 


.0 


.00 


.0 


90 


90 


75 


75 




Freight 


5.30 


5.30 


3.30 


3.30 


.00 


.0 


.00 


.0 


Class E4, oOOOOo> 


63 


63 


102 


103 




Freight 


5.30 


5.45 


3.75 


3.75 


.15 


4.7 


.00 




Class F2, oOOoo> 


33 


33 


48 


48 






4.40 I 


2.65 


2.65 


.00 


.0 


.00 


.0 


Class F3, oOOOoo>... 


16 


16 


75 


75 








Passenger 


4.40 


4.40 


2.80 


2.80 


.00 


.0 


.00 


.0 


TWO-CYLINDER COMPOUND 
OR CROSS-COMPOUND LO- 
COMOTIVES. 

Class B3, OOOo> 


26 


19 


64 


64 




Freight 


5.05 


5.05 


3.15 


3.15 


.00 


.0 


.00 


.0 


Class C3, OOOoo> 


6 


5 


60 


60 




Freight 1,05,525-128,512 


5.05 


5.05 


3.15 


3.15 


.00 


.0 


.00 


.0 















WEATHERFORD, MINERAL WELLS & NORTHWESTERN RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class B4, OOOOo> 


1 


1 


65 


66 


















Freight 


$4.33 


$5.15 


$2.83 


$3.30 


$0.82 


18.9 


$0.47 


16.6 


Class C2, OOoo> 


2 


2 


29 


29 




Passenger 


4.30 


4.30 


2.50 


2.50 


.00 


.0 


.00 


.0 


Class C3, OOOoo> 


1 


1 


38 


44 




Freight 


4.33 


5.15 


2.83 


3.30 


.82 


18.9 


.47 


16.6 















RAILROAD LABOR ARBITRATIONS. 



589 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines— Continued. 



WESTERN PACIFIC RY. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to — 


Increase to 
engineers. 


Increase to 
firemen. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 








1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 
cent. 


Amount. 


Per 
cent. 


SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class A3, 000> 


12 


12 


73 


73 


















Switching- 
First-class yards — 
Oil 


$4.25 
4.25 

4.00 


$4.40 
4.40 

4.40 


$2.50 
2.50 

2.40 


$2.75 
2.75 

2.75 


$0.15 
.15 

.40 


3.5 
3.5 

10.0 


$0.25 
.25 

.35 


10.0 


Coal 








10.0 


Second-class yards — 
Oil 










14.6 


Class B4, OOOOo> 
Oil 


55 
10 


54 
11 


92 
93 


92 
93 




Coal 




















4.90 

5.40 
5.40 


4.90 

5.40 
5.40 


3.15 

3.40 
3.55 


3.15 

3.40 
3.55 


.00 

.00 
.00 


.0 

.0 
.0 


.00 

.00 
.00 


.0 


Freight- 
Oil 










.0 


Coal 










.0 


Class C3, OOOoo> 
Oil 


27 
11 


31 

7 


66 
74 


66 

68 




Coal . . . 


















Passenger- 
Oil 


4.65 
4.65 
4.90 


4.65 
4.65 
4.90 


3.00 
3.00 
2.85 


3.00 
3.00 
2.85 


.00 
.00 
.00 


.0 
.0 
.0 


.00 
.00 
.00 


.0 


Coal 










.0 


Freight (oil) 










.0 















WICHITA VALLEY RY. 



SINGLE-EXPANSION LOCO- 
MOTIVES. 

Class B3, OOOo> 


8 


8 


46 


46 


















Through freight 


$5.05 
5.55 


$5.05 
5.55 


$3.16 
3.30 


$3.10 
3.40 


$0.00 
.00 


0.0 
.0 


SO. 00 
.10 


0.0 


Local freight 










3.0 


Class B4, OOOOo> 


2 


2 


58 


58 




Through freight 


5.15 
5.65 


5.15 
5.65 


3.20 
3.40 


3.20 
3.50 


.00 
.00 


.0 
.0 


.00 
.10 


.0 


Local freight 










2.9 


Class C2, OOoo> 


5 


1 


25 


24 




Passenger 


4.40 


4.40 


2.50 


2.50 


.00 


.0 


.00 


.0 















WYOMING & NORTHWESTERN RY. 



STNGLE-EXPANSION LOCO- 
MOTIVES. 

Class C2, OOoo> (oil) 


1 


2 


28 


28 


















Passenger 


$4.20 


$4.30 


$2.65 


$2.65 


$0.10 


2.4 


$0.00 


0.0 


Class F3, oOOOoo> 


4 


4 


55 


55 




Freight 


5.20 


5.20 


3.30 


3.30 


.00 


.0 


.00 


.0 















590 



RAILROAD LABOR ARBITRATIONS. 



Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, 
and amount and per cent of increase in rates awarded by the arbitration board according 
to class of engines — -Continued. 



YAZOO & MISSISSIPPI VALLEY R. R. 





Num- 
ber. 


Aver- 
age 

weight 
on 


Rate per day of 100 
miles or 10 hours or 
less to— 


Increase to 
engineers. 


Class. 




drivers 
(tons). 


Engineers. 


Firemen. 






1914 


1915 


1914 


1915 


1914 


1915 


1914 


1915 


Amount. 


Per 

cent. 


SINGLE-EXPANSION LOCOMOTIVES. 

Class A2, 00>.. 


1 


1 


36 


36 






C 1 ) 


8 








$4.00 


$4.25 


$0.25 


6.3 


Class A3, 000> 


34 


31 


55 


57 






Switching — 


4.25 
4.00 


4.40 
4.25 


( x ) 
C 1 ) 


C 1 ) 
0) 


.15 
.25 


3.5 












6.3 


Class B3, OOOo>.. 


43 


42 


52 


52 




Freight- 


5.15 
4.90 
4.65 


5.15 
4.90 


C 1 ) 
C 1 ) 


C 1 ) 
( l ) 

C 1 ) 


.00 
.00 


.0 












.0 














Class B4, OOOOo> 


16 


16 


79 


79 






Freight — 


5.15 
4.90 
4.65 


5.15 


0) 
C 1 ) 
C 1 ) 


C 1 ) 
C 1 ) 
C 1 ) 


.00 


.0 


























Class C2, OOoo> 


71 


62 


26 


29 






Passenger — 


4.15 
4.40 

4.90 
5.15 
4.65 


4.30 
4.40 

4.90 
5.15 


C 1 ) 
C 1 ) 

C 1 ) 
C 1 ) 
C 1 ) 


0) 
C 1 ) 

0) 
C 1 ) 
C 1 ) 


.15 
.00 

.00 
.00 


3.6 












.0 


Freight- 










.0 












.0 














Class C3, OOOoo> 


58 


58 


42 


44 






Passenger- 


4.15 
4.40 

5.15 
4.90 
4.65 


4.30 
4.40 

5.15 
4.90 


C 1 ) 
C 1 ) 

C 1 ) 

C 1 ) 


C 1 ) 
C 1 ) 

(*) 

C 1 ) 
C 1 ) 


.15 
.00 

.00 
.00 


3.6 












.0 


Freight— 










.0 












.0 





























1 No contract with firemen. 



xxrv. 

GEORGIA RAILROAD AND THE ORDER OF RAILROAD CON- 
DUCTORS AND BROTHERHOOD OF RAILROAD TRAINMEN. 

The controversy which resulted in the arbitration proceedings re- 
viewed in this section was precipitated by the discharge of J. T. Pas- 
chal, a conductor, and A. M. Morgan, a flagman, from the service of the 
Georgia Railroad Co., in 1912. The offense attributed to Mr. Paschal 
and made the basis of his dismissal was his alleged violation of rules 
promulgated by the railroad respecting the observance of the law 
limiting the hours of continuous service of train crews. It was 
charged against the employee Morgan that he had made an error in an 
expense account submitted in connection with his attendance upon 
court in a case involving the company's interests. The reinstatement 
of these employees was demanded by the Order of Railroad Conduc- 
tors and Brotherhood of Railroad Trainmen, and the company refus- 
ing to comply with these requests, the controversy by mutual agree- 
ment was submitted to arbitration. 

The members of the board of arbitration selected in this contro- 
versy were W. L. Chambers, chairman; Charles A. Wickersham, 
selected by the company; and Frederick A. Burgess, selected by the 
employees. The proceedings of the board were conducted at Atlanta, 
Ga., extending from November 7 to November 26, 1912, inclusive. 

FINDINGS OF THE BOABD OF ARBITRATION. 

Upon consideration of the evidence the board of arbitration ordered 
the reinstatement of the conductor, Paschal, to his former position 
with seniority rights as of date of his discharge, with pay from that 
date. With respect to the flagman, Morgan, the board found that a 
suspension of 10 days would have been adequate discipline for the 
offense committed by this employee, and ordered that he be rein- 
stated with a deduction from his pay accordingly. 

It was shown by the testimony presented to the board that Conduc- 
tor Paschal at the time of his alleged offense had been in the service of 
the Georgia Railroad for a period of 19 years and 7 months, approxi- 
mately 13 years of this service having been in the capacity of con- 
ductor. On May 18, 1912, while acting as such conductor, Mr. Pas- 
chal left Conyers, Ga., in charge of the second section of train No. 13 
and proceeded westward toward Atlanta. The engineer of Paschal's 
train, upon leaving Conyers, lacked but 12 minutes of having com- 
pleted 16 hours of continuous service. In order to reach the next 
railroad station at Lithonia, Ga., within 12 minutes after leaving 
Conyers, it was essential that the trip should be made in 2 minutes 
and 24 seconds less than the time required for the trip at the speed to 
which the train was limited by schedule. Upon approaching Lithonia 
Mr. Paschal found the east switch at this station occupied by the first 
section of train No. 13, a few of the cars extending over the switch 
upon the main line. When the first section had passed the station 
Mr. Paschal placed his train on the siding, went off duty, and reported 

591 



592 RAILROAD LABOR ARBITRATIONS. 

to the dispatcher, his report being made 10 minutes after the expira- 
tion of his engineer's time limit under the 16-hour law. Mr. Paschal 
contended that the run from Conyers to Lithonia would have been 
completed within 12 minutes but for the delay consequent upon 
overtaking the first section of the train. 

The railroad company contended that the conductor, in starting 
his train from Lithonia when only 12 minutes remained until his 
engineer's period of duty would reach 16 hours, had violated a rule 
issued by the company in November, 1911, as follows: 

Engineers and firemen, conductors and trainmen, to comply with the hours-of- 
service law, the period of duty should be computed from the time the employee 
actually goes on duty to the time he is relieved of his engine or train. If a train be 
caught without instructions on main line at any point by the expiration of the 16- 
hour period, the crew will place train in sidetrack, go off duty, and report action to. 
dispatcher. 

By permission of the board of arbitration the employees intro- 
duced testimony which tended to show conclusively that the speed 
limit was continuously and habitually disregarded by all engineers and 
trainmen, especially in freight service, with the knowledge, consent, 
and approval of the officials of the road. It was shown by the tes- 
timony of numerous witnesses that the run between Conyers and 
Lithonia could be made under normal conditions within 12 minutes, 
some of the witnesses testifying that the run could be made in as 
short a time as 10 minutes. 

The board in its decision held that the bulletin of November 14, 
1911, had been interpreted by the trainmen substantially in accord- 
ance with the interpretation placed upon it by the officers of the 
road and that the language of the bulletin itself was susceptible of 
such construction. 

In ordering the reinstatement of Mr. Paschal the board, in the 
concluding paragraph of the award, states that it is the duty of 
employees of the company to obey the rules and bulletins in accord- 
ance with the interpretation given them by the management of the 
railroad. 

The award with respect to Conductor Paschal was concurred in by 
arbitrators Chambers and Burgess, arbitrator Wickersham dissent- 
ing. Mr. Wickersham held that the conductor had been guilty of 
disobedience to instructions involving a violation of the law, the 
effect of which, Mr. Wickersham pointed out, was to subject the 
railroad company to a penalty. Mr. Wickersham declared that he 
found it difficult to form a satisfactory opinion as to what would be 
fair and reasonable in the case, but held that the original penalty 
was too severe, and expressed the opinion that a suspension of 30 
days would have been proper when the management first undertook 
to deal with the conductor, provided that Mr. Paschal had admitted 
to the management that he had violated his instructions. 

In announcing its award in the case of the flagman, Morgan, the 
board of arbitration, after pointing out that the error made by this 
employee in his expense account had been corrected when his atten- 
tion was called to it, and that the railroad authorities had the right 
to administer some discipline, expressed the opinion that a suspen- 
sion of 10 days would have been adequate discipline, the error in 
question having constituted the employee's first offense, and ordered 
his reinstatement, with a deduction from pay accordingly. The 
board was unanimous in its decision with respect to this employee. 



XXV. 

NORFOLK & WESTERN RAILROAD AND ITS MAINTENANCE -OF - 

WAY EMPLOYEES. 

In 1913 a controversy between the Norfolk & Western Railway Co. 
and its maintenance-of-way employees relating to requests of these 
employees for an increase in rates of pay was submitted to arbitra- 
tion. 

In this case the controversy involved a class of employees who were 
not included within the scope of the Federal statute governing the 
arbitration of certain classes of railway labor disputes, the act then 
in force having applied only to employees actually engaged in the 
operation of trains. The parties, therefore, proceeded independently 
of the Federal statute, although adhering in most respects to the 
procedure prescribed for controversies falling within the scope of the 
act. 

DEMANDS OF THE EMPLOYEES. 

A review of the official record of the proceedings shows that rep- 
resentatives of the employees in 1913 presented to the railway com- 
pany a scale of wages agreed upon at a meeting of representatives of 
maintenance-of-way employees of various roads, in Birmingham, Ala., 
in January, 1913, for presentation to all of the railroads in southern 
territory. Upon examination of the proposed wage scale, the com- 
pany held that it would involve large increases in actual wages and 
refused to consider the adoption of such scale, butnotified the men that 
it would consider a revision of regulations in regard to this class of 
labor and some incidental increases in rates of pay which were con- 
sidered appropriate. A series of conferences was thereupon held 
between representatives of the company and the employees, resulting 
in certain mcidental concessions to the employees and an agreement 
to submit the question of an increase in wages to arbitration. 

Stipulations for the arbitration were agreed to May 24, 1910, the 
railway company selecting as arbitrator G. M. Merrell, of Roanoke, 
Va., and the employees selecting A.B.Lowe, of Detroit, Mich. By 
agreement between these arbitrators the appointment of a third 
member of the board was referred to former United States Com- 
missioner of Labor, Charles P. Neil, who appointed as such arbitrator 
W. L. Chambers, of the District of Columbia. 

The arbitration agreement stipulated in part that the represen- 
tatives of the maintenance-of-way employees should present to the 
board of arbitration the wage proposition prepared in Birmingham, 
Ala., as the basis of their claim for wages and that the railroad com- 
pany should present its existing scale of wages and the concessions 
previously made in conference as a fair and just settlement of the 
demands of the employees. 

51393°— S. Doc. 493, 64-1 38 593 



594 



RAILROAD LABOR ARBITRATIONS. 



AWARD OF THE BOARD OF ARBITRATION. 

The board of arbitration was organized at Roanoke, Va., with 
Judge Chambers as chairman. The proceedings commenced on 
Monday, June 30, 1910, and were brought to a conclusion on the 
following Wednesday, when the board announced its award. 

As pointed out in detail below, the findings of the arbitration board 
were productive of a general increase in the rates of pay in effect before 
the award, this increase in the case of employees paid on a monthly 
wage basis ranging from $2 to $2.50 per month. In the case of 
employees paid at hourly rates the prevailing increase in the wage 
scale was an advance of 1 cent per hour, the equivalent increases on a 
percentage basis ranging from 2.7 to 6.7 per cent. Concessions were 
also made to certain classes of employees in the form of increases in 
rates of extra compensation allowed by the company for work in 
certain localities and occupations. 

APPLICATION OF THE AWARD. 

In the following series of statements the rates of pay awarded by the 
arbitration board are compared with the rates in effect before the 
award. The statements show the highest, lowest, and average rates 
of pay of the various classes of employees in effect before and after the 
award and the amount and per cent of the wage increases granted by 
the board of arbitration. 

The result of the award in the case of maintenance-of-way foremen 
paid on a monthly basis, as shown by the table below, was a uniform 
increase of $2.50 per month, the average increase on a percentage 
basis amounting to 3.4 per cent. The rates of pay of maintenance-of- 
way foremen paid at hourly rates were advanced 1 cent per hour, or 
2.7 per cent. 

Amount and per cent of increase in rates of pay of 'maintenance-of-way foremen as a 
result of the award of the board of arbitration. 



Rates 
before 
award. 



Rates 

after 

award. 



Increase. 



Amount. Per cent, 



Lowest amount received per month . 
Highest amount received per month 
Average amount received per month 
Average amount received per hour. . 



$64. 00 

93.60 

72.86 

.37 



$66.50 

96.10 

75.36 

.38 



$2.50 

2.50 

2.50 

.01 



3.9 
2.7 
3.4 
2.7 



The rates of pay of maintenance-of-way engineers and firemen as a 
result of the award were increased $2 per month, these equivalent 
increases, on a percentage basis, in the case of engineers, ranging 
from 2.7 to 3.6 per cent, with an average of 3.2 per cent. The 
advance of $2 per month received by firemen amounted to an 
increase of 4 per cent. 



RAILROAD LABOR ARBITRATIONS. 



595 



Amount and per cent of increase in rates of pay of maintenance-of-way engineers and 
firemen as a result of the award of the board of arbitration. 



Rates 
before 
award. 



ENGINEERS. 



Lowest amount received per month | $55. 00 

Highest amount received per month 

A verage amount received per month 



FIREMEN. 

Lowest amount received per month . 
Highest amount received per month. 
Average amount received per month , 



.00 

63.33 



50.00 
50.00 
50.00 



Rates 

after 

award. 



S57.00 
77.00 
65.33 



52. 00 
52.00 
52.00 



Increase. 



Amount. Percent. 



$2.00 
2.00 
2.00 



2.00 
2.00 
2.00 



3.6 
2.7 
3.2 



4.0 
4.0 
4.0 



In the following table comparative figures are presented of the 
rates of pay of maintenance-of-way pumpers before and after the 
award. The rates of compensation of these employees were ad- 
vanced $2 per month, the percentages of increase over the preexisting 
rates ranging from 3.5 to 4.3 per cent, with an average of 3.7 per cent. 

Amount and per cent of increase in rates of pay of maintenance-of-way pumpers as a 
result of the award of the board of arbitration. 



Rates 
before 
award. 



Rates 

after 

award. 



Increase. 



Amount. Percent 



Lowest amount received per month I $17. 00 

Hii.'he>t amount received per month I 57.00 

Average amount received per month 54. 00 



$49. 00 
59.00 
56.00 



$2.00 
2.00 
2.00 



4.3 
3.5 
3.7 



The result of the arbitration award in the case of maintenance-of- 
way watchmen as shown below was an increase in the rates of pay 
of these employees ranging from 5 to 10 cents a day, the average 
increase on a percentage basis amounting to 4.4 per cent. 

Amount and per cent of increase in rates of pay of maintenance-of-way vjatchmen as a 
result of the award of the board of arbitration. 



Lowest amount received per day of 12 hours.. 
Highest amount received per day of 12 hours. 
Average amount received per day of 12 hours. 



Rates 
before 
award. 



$1.50 
1.70 
1.60 



Rates 

after 

award. 



$1.60 
1.75 
1.67 



Increase. 



Amount. Percent 



$0.10 
.05 
.07 



6.7 
2.9 
4.4 



The result of the arbitration award in the case of maintenance-of- 
way tinners was an average increase of 1 cent an hour, or 3.3 per 
cent. 



596 



RAILROAD LABOR ARBITRATIONS. 



Amount and per cent of increase in rates of pay of maintenance-of-way tinners as a result 
of the award of the board of arbitration. 



Rates 
before 
award. 



Hates 

after 

award. 



Increase. 



Amount. Percent 



Lowest amount received per hour . 
Highest amount received per hour 
Average amount received per hour 



Cents. 
27.5 
33.0 
30.0 



Cents. Cents. 
30.0 2. 

33.0 0.0 

31.0 1.0 



9.1 
0.0 
3.3 



The three tables next submitted show the amount and per cent of 
increase in the rates of pay of maintenance-of-way masons, carpen- 
ters, and painters as a result of the arbitration award. The rates of 
compensation of these employees were advanced 1 cent per hour, 
which was equivalent to an average increase of 2.8 per cent for 
masons, 3.6 per cent for carpenters, and 3.4 per cent for painters. 

Amount and per cent of increase in rates of pay of maintenance-of-way masons as a result 
of the award of the board of arbitration. 



Rates 
before 
award. 



Rates 

after 

award. 



Increase. 



Amount. Percent, 



Lowest amount received per hour . 
Highest amount received per hour. 
Average amount received per hour 



Cents. 
20.5 
36.5 

28.5 



Cents. 
21.5 
37.5 
29.5 



Cents. 
1.0 
1.0 
1.0 



2.7 
3.5 



Amount and per cent of increase in rates of pay of maintenance-of-way carpenters as a 
result of the award of the board of arbitration. 



Rates 
before 
award. 



Rates 

after 

award. 



Increase. 



Amount. Per cent 



Lowest amount received per hour. 
Highest amount received per hour. 
Average amount received per hour 



Cents. 
21.5 
27.5 
24.5 



Cents. 
22.5 
28.5 
25.5 



Cents. 
1.0 
1.0 
1.0 



4.7 
3.6 
4.1 



Amount and per cent of increase in rates of pay of maintenance-of-way painters as a result 
of the award of the board of arbitration. 



Rates 
before 
award. 



Rates 

after 

award. 



Increase. 



Amount. Per cent 



Lowest amount received per hour. 
Highest amount received per hour 
Average amount received per hour. 



Cents. 
22.0 
29.5 
26.0 



Cents. 
23.0 
30.5 

* 27.0 



Cents. 
1.0 
1.0 
1.0 



4.6 
3.4 
3.9 



RAILROAD LABOR ARBITRATIONS. 



597 



The following table shows the changes in rates of pay as a result 
of the arbitration award of the various classes of unskilled and 
semiskilled laborers included in the movement. The minimum in- 
crease in the case of these employees was an advance of one-half a 
cent an hour as compared with a maximum increase of 1 cent per 
hour, these increases on a percentage basis ranging from 2.8 to 6.7 
per cent. 

Amount and per cent of increase in rates of pay of maintenance-of-way laborers as a result 
of the award of the board of arbitration. 



Rates 
before 
award. 



Rates 

after 

award. 1 



Increase. 



Amount. Percent 



Lowest amount received per hour . 
Highest amount received per hour. 
Average amount received per hour 



Cents. 
15.0 
18.0 
16.8 



Cents. 
16.0 
18.5 
17.5 



Cents. 
1.0 

.5 

.7 



6.7 
2.8 
4.2 



i Rates of pay for laborers when working overtime and on Sundays or legal holidays fixed at 5 cents per 
hour in addition to regular pay. 

In the following table is shown the amount and per cent of increase 
awarded by the arbitration board in the rates of extra compensation 
allowed maintenance-of-way employees, of the classes designated, 
when engaged in certain specified branches of employment. The 
wage increases shown in this table amounted to an advance of 1 cent 
an hour, which was equivalent to an increase of 33 J per cent, with 
one exception in which the increase was 50 per cent. 

Amount and per cent of increase in rates of extra compensation of maintenance-of-way 
employees as a result of the award of the board of arbitration. 



Rates 
before 
award. 



Rates 

after 

award. 



Increase. 



Amount. Per cent 



All mason foremen required to work at Durmid, Pepper, Poca- 
hontas, Dingers, and Coleman tunnels and tunnels on Wide- 
mouth Branch 

Carpenters, carpenter laborers, masons, mason helpers, and 
laborers while actually engaged in work in Durmid, Pepper, 
Pocahontas, Dingers, and Coleman tunnels and tunnels on 
Widemouth Branch 

Track laborers while actually engaged in following-named tun- 
nels: Lynchburg, Durmid, Montgomery. Pepper, Little Tom, 
Holbrook, Big Bull, Creagan, Keiser, Honaker, Pocahontas, 
Elkhorn, Hatfield, Dingers and tunnels 1,3, 4, 6, and 7 on Big 
Sandy and the tunnels on Widemouth Branch and between 
Vivian and Jaeger, including Dry Fork Branch 

Carpenters, when erecting or riveting steel bridge work, on 
spans of 40 feet or over 



Per hour. 
$0.03 



.03 



Per hour. 
$0.04 



.04 



$0.01 



.01 



33.3 



33.3 



50.0 
33.3 



XXVI. 

AMALGAMATED ASSOCIATION OF THE AMERICAN STREET AND 
RAILWAY EMPLOYEES OF AMERICA AND THE YOUNGSTOWN 
& OHIO RIVER RAILROAD CO. : 1911. 

These proceedings were held under an agreement to arbitrate 
certain questions in dispute between the Youngstown & Ohio River 
Railroad Co. and division No. 530 of Leetonia, Ohio, of the Amal- 
gamated Association of the American Street and Railway Employees. 
This agreement was made on January 17, 1911. 

W. A. O'Grady was selected by the association as its arbitrator. 

Martin Ackerman was selected by the railroad company as its 
arbitrator. 

These two failing to agree upon a third arbitrator, upon request, 
the presiding judge of the United States Commerce Court appointed 
William L. Chambers of Washington, D. C, as the third arbitrator. 

The question submitted to arbitration was the alleged dismissal 
of two of the company's employees, A. J. Avery, conductor, and 
H. C. Martin, motorman, for failure to comply with a certain "Meet 
and report order," given to the said Avery and Martin on February 
6, 1911. On the same day they were called to the offices of the gen- 
eral manager of the company, J. D. Dewees, and after a conference 
with him signed certain resignations which it was claimed on the 
part of Avery and Martin were signed because they were told 
by Mr. Dewees that they would be discharged if they were not 
signed; the company claimed that the resignations were a free, 
voluntary act on the part of the men. 

The board of arbitrators convened at the Columbia Hotel, Lee- 
tonia, Ohio, at 10 a. m., March 10, 1911, and organized by the selec- 
tion of William L. Chambers as chairman of the board. 

The facts, as disclosed by the evidence submitted in the form of 
depositions, taken in the presence of the arbitrators, was substan- 
tially as follows: 

On the morning of February 6, 1911, at 7.45 a. m., a train order was issued by the 
dispatcher of the Youngstown & Ohio River Railroad Co. to Conductor Avery and 
Motorman Martin of train No. 5, then ready to leave the depot at Leetonia for Salem. 
This order required this train to meet a train coming from Salem to Leetonia at Wash- 
ington ville Junction and to report to the dispatcher upon their arrival at Washington- 
ville Junction. Conductor Avery testified that he did not read that portion of the 
order which required him to report at Washingtonville Junction, but that he signed 
the same and admitted that the copy of the order in evidence bears his signature, 
and that the copy of the order handed to him at the time and which he had in his 
possession when he made the trip in question required a report to be made at Wash- 
ingtonville Junction. The reason he gave for not reporting at Washingtonville 
Junction was that he did not know then that the order required him to do so. Upon 
his arrival at Salem the dispatcher at Leetonia asked Avery over the telephone why 
he did not report at Washingtonville Junction, to which he replied that he had no 
instructions to report there, but on examination of his order he discovered that it 
did require him to make such report. He immediately reported the matter to General 

598 



RAILROAD LABOR ARBITRATIONS. 599 

Manager Dewees, who was on the train coming from Salem, who at once told him that 
the matter was a serious one, and later in the day both Conductor Avery and Motor- 
man Martin were called into the office oi the general manager, who informed them that 
their failure to make the report was so serious that it could not be overlooked. A 
discussion of the subject followed, in which the men were informed that they would 
have to leave the service of the company, but they were told they would be allowed 
to resign. The men regarded this as the only alternative of a discharge, and promptly 
handed in their resignations in writing. Copies of these resignations were introduced 
in evidence. 

The board of arbitrators rendered its decision in the case on March 
13, 1911, which was as follows: 

We are of opinion that the failure to report at Washington ville Junction was a viola- 
tion of the rules and a distinct failure to comply with the order and that the manager 
of the road unquestionably had the right which he exercised of administering disci- 
pline, and while dismissal from the service* was the severest punishment he could 
impose he had the right to inflict it, and we think it would be a criticism on our part, 
which we do not feel justified in making, to say that the punishment was unduly 
severe. There was a heavy responsibility resting upon the manager in the premises 
but he knew there was a much heavier responsibility resting upon the company 
whose management was intrusted in his hands. His responsibility to the company 
was personal. He also owed a moral responsibility of the highest character to the 
public, but the responsibility of the company was not only moral but legal, and the 
manager knew that no action of his could relieve his employer, the company, from 
legal liability. If the retention of these men in the employ of the company should 
be followed by an accident, in which either property was destroyed or lives lost as a 
result of the failure on their part to comply with orders, there could be no possible 
excuse from public censure and legal liability for damages, aggravated by the action 
of the company in retaining them in its employ; so that Manager Dewees was justified 
in the discipline administered equally on the ground of his personal responsibility to 
the company, his moral responsibility to the public, and as the representative of the 
company itself, and we do not think we would be justified in requiring the reinstate- 
ment of the men. So far as this feature of the matter is concerned we are of the opinion 
that the company should determine its own course, but if the company should con- 
clude to reinstate the men, such reinstatement within 60 days from the date of their 
resignation would not contravene the spirit of this decision. 

The decision of the board, as above quoted, was signed by arbi- 
trators William L. Chambers and Martin Ackerman. Arbitrator 
W. A. 0' Grady dissented and filed a dissenting opinion. 



XXVII. 

Appendix A. 

FEDERAL LEGISLATION RELATIVE TO THE MEDIATION AND 
ARBITRATION OF RAILWAY LABOR DISPUTES. 



[Public— No. 6.] 

[S. 2517.] 

AN ACT Providing for mediation, conciliation, and arbitration in controversies between certain employers 

and their employees. 

Be it enacted by the Senate and House of, Representatives of the United States of America 
in Congress assembled, That the provisions of this act shall apply to any common 
carrier or carriers and their officers, agents, and employees, except masters of vessels 
and seamen, as denned in section forty-six hundred and twelve, Revised Statutes of 
the United States, engaged in the transportation of passengers or property wholly by 
railroad, or partly by railroad and partly by water, for a continuous carriage or ship- 
ment from one State or Territory of the United States or the District of Columbia to 
any other State or Territory of the United States or the District of Columbia, or from 
any place in the United States to an adjacent foreign country, or from any place in 
the United States through a foreign country to any other place in the United States. 

The term "railroad" as used in this act shall include all bridges and ferries used 
or operated in connection with any railroad, and also all the road in use by any cor- 
poration operating a railroad, whether owned or operated under a contract, agreement, 
or lease; and the term "transportation" shall include all instrumentalities of shipment 
or carriage. 

The term "employees " as used in this act shall include all persons actually engaged 
in any capacity in train operation or train service of any description, and notwith- 
standing that the cars upon or in which they are employed may be held and operated 
by the carrier under lease or other contract: Provided, however, That this act shall not 
be held to apply to employees of street railroads and shall apply only to employees 
engaged in railroad train service. In every such case the carrier shall be responsible 
for the acts and defaults of such employees in the same manner and to the same extent 
as if said cars were owned by it and said employees directly employed by it, and any 
provisions to the contrary of any such lease or other contract shall be binding only 
as between the parties thereto and shall not affect the obligations of said carrier either 
to the public or to the private parties concerned. 

A common carrier subject to the provisions of this aet is hereinafter referred to as 
an "employer," and the employees of one or more of such carriers are hereinafter 
referred to as "employees." 

Sec 2. That whenever a controversy concerning wages, hours of labor, or condi- 
tions of employment shall arise between an employer or employers and employees 
subject to this act interrupting or threatening to interrupt the business of said em- 
ployer or employers to the serious detriment of the public interest, either party to 
such controversy may apply to the Board of Mediation and Conciliation created by 
this act and invoke its services for the purpose of bringing about an amicable adjust- 
ment of the controversy; and upon the request of either party the said board shall 
with all practicable expedition put itself in communication with the parties to such 
controversy and shall use its best efforts, by mediation and conciliation, to bring 
them to an agreement; and if such efforts to bring about an amicable adjustment 
through mediation and conciliation shall be unsuccessful, the said board shall at 
once endeavor to induce the parties to submit their controversy to arbitration in 
accordance with the provisions of this act. 

In any case in which an interruption of traffic is imminent and fraught with serious 
detriment to the public interest, the Board of Mediation and Conciliation may, if in 
its judgment such action seem desirable, proffer its services to the respective parties 
to the controversy. 

In any case in which a controversy arises over the meaning or the application of 
any agreement reached through mediation under the provisions of this act either 
party to the said agreement may apply to the Board of Mediation and Conciliation 
or an expression of opinion from such board as to the meaning or application of such 
agreement and the said board shall upon receipt of such request give its opinion as 
soon as may be practicable. 

600 



RAILROAD LABOR ARBITRATIONS. 601 

Sec. 3. That whenever a controversy shall arise between an employer or employers 
and employees subject to this act, which can not be settled through mediation and 
conciliation in the manner provided in the preceding section, such controversy may 
be submitted to the arbitration of a board of six, or, if the parties to the controversy 
prefer so to stipulate, to a board of three persons, which board shall be chosen in the 
following manner: In the case of a board of three, the employer or employers and the 
employees, parties respectively to the agreement to arbitrate, shall each name one 
arbitrator; and the two arbitrators thus chosen shall select the third arbitrator; but in 
the event of their failure to name the third arbitrator within five days after their 
first meeting, such third arbitrator shall be named by the Board of Mediation and 
Conciliation. In the case of a board of six, the employer or employers and the em- 
ployees, parties respectively to the agreement to arbitrate, shall each name two 
arbitrators, and the four arbitrators thus chosen shall, by a majority vote, select the 
remaining two arbitrators; but in the event of their failure to name the two arbi- 
trators within fifteen days after their first meeting the said two arbitrators, or as many 
of them as have not been named, shall be named by the Board of Mediation and 
Conciliation. 

In the event that the employees engaged in any given controversy are not members 
of a labor organization, such employees may select a committee which shall have the 
right to name the arbitrator, or the arbitrators, who are to be named by the employees 
as provided above in this section. 

Sec 4. That the agreement to arbitrate — 

First. Shall be in writing; 

Second. Shall stipulate that the arbitration is had under the provisions of this act; 

Third. Shall state whether the board of arbitration is to consist of three or six 
members; 

Fourth. Shall be signed by duly accredited representatives of the employer or 
employers and of the employees; 

i ifth. Shall state specifically the questions to be submitted to the said board for 
decision; 

Sixth. Shall stipulate that a majority of said board shall be competent to make a 
valid and binding award ; 

Seventh. Shall fix a period from the date of the appointment of the arbitrator or 
arbitrators necessary to complete the board, as provided for in the agreement, within 
which the said board shall commence its hearings; 

Eighth. Shall fix a period from the beginning of the hearings within which the 
said board shall make and file its award: Provided, That this period shall be thirty 
days unless a different period be agreed to; 

Ninth. Shall provide for the date from which the award shall become effective 
and shall fix the period during which the said award shall continue in force; 

Tenth. Shall provide that the respective parties to the award will each faithfully 
execute the same; 

Eleventh. Shall provide that the award and the papers and proceedings, including 
the testimony relating thereto, certified under the hands of the arbitrators, and which 
shall have the force and effect of a bill of exceptions, shall be filed in the clerk's office 
of the district court of the United States for the district wherein the controversy 
arises or the arbitration is entered into, and shall be final and conclusive upon the 
parties to the agreement unless set aside for error of law apparent on the record ; 

Twelfth. May also provide that any difference arising as to the meaning or the appli- 
cation of the provisions of an award made by a board of arbitration shall be referred 
back to the same board or to a subcommittee of such board for a ruling, which ruling 
shall have the same force and effect as the original award; and if any member of 
the original board is unable or unwilling to serve, another arbitrator shall be named 
in the same manner as such original member was named. 

Sec 5. That for the purposes of this act the arbitrators herein provided for, or 
either of them, shall have power to administer oaths and affirmations, sign sub- 
poenas, require the attendance and testimony of witnesses, and the production of 
such books, papers, contracts, agreements, and documents material to a just deter- 
mination of the matters under investigation as may be ordered by the court; and may 
invoke the aid of the Uniced States courts to compel witnesses to attend and testify 
and to produce such books, papers, contracts, agreements, and documents to the 
same extent and under the same conditions and penalties as is provided for in the act 
to regulate commerce, approved February fourth, eighteen hundred and eighty- 
seven, and the amendments thereto. 

Sec 6. That every agreement of arbitration under this act shall be acknowledged 
by the parties thereto before a notary public or a clerk of the district or the circuit 
court of appeals of the United States, or before a member of the Board of Mediation 
and Conciliation, the members of which are hereby authorized to take such acknowl- 
edgments; and when so acknowledged shall be delivered to a member of said board 
or transmitted to said board to be filed in its office. 



602 RAILROAD LABOR ARBITRATIONS. 

When such agreement of arbitration has been filed with the said board, or one of 
its members, and when the said board, or a member thereof, has been furnished the 
names of the arbitrators chosen by the respective parties to the controversy, the 
board, or a member thereof, shall cause a notice in writing to be served upon the said 
arbitrators, notifying them of their appointment, requesting them to meet promptly 
to name the remaining arbitrator or arbitrators necessary to complete the board, and 
advising them of the period within which, as provided in the agreement of arbitration, 
they are empowered to name such arbitrator or arbitrators. 

When the arbitrators selected by the respective parties have agreed upon the re- 
maining arbitrator or arbitrators, they shall notify the Board of Mediation and Con- 
ciliation; and in the event of their failure to agree upon any or upon all of the nec- 
essary arbitrators within the period fixed by this act they shall, at the expiration of 
such period, notify the Board of Mediation and Conciliation of the arbitrators selected, 
if any, or of their failure to make or to complete such selection. 

If the parties to an arbitration desire the reconvening of a board to pass upon any 
controversy arising over the meaning or application of an award, they shall jointly 
so notify the Board of Mediation and Conciliation, and shall state in such written 
notice the question or questions to be submitted to such reconvened board. The 
Board of Mediation and Conciliation shall thereupon promptly communicate with 
the members of the board of arbitration or a subcommittee of such board appointed 
for such purpose pursuant to the provisions of the agreement of arbitration, and 
arrange for the reconvening of said board or subcommittee, and shall notify the 
respective parties to the controversy of the time and place at which the board will meet 
for hearings upon the matters in controversy to be submitted to it. 

Sec. 7. That the board of arbitration shall organize and select its own chairman 
and make all necessary rules for conducting its hearings; but in its award or awards 
the said board shall confine itself to findings or recommendations as to the questions 
specifically submitted to it or matters directly bearing thereon. All testimony before 
said board shall be given under oath or affirmation, and any member of the board 
of arbitration shall have the power to administer oaths or affirmations. It may employ 
such assistants as may be necessary in carrying on its work. It shall, whenever 
practicable, be supplied with suitable quarters in any Federal building located at 
its place of meeting or at any place where the board may adjourn for its deliberations. 
The board of arbitration shall furnish a certified copy of its awards to the respective 
parties to the controversy, and shall transmit the original, together with the papers 
and proceedings and a transcript of the testimony taken at the hearings, certified 
under the hands of the arbitrators, to the clerk of the district court of the United States 
for the district wherein the controversy arose or the arbitration is entered into, to be 
filed in said clerk's office as provided in paragraph eleven of section four of this act. 
And said board shall also furnish a certified copy of its award, and the papers and pro- 
ceedings, including the testimony relating thereto, to the Board of Mediation and 
Conciliation, to be filed in its office. 

The United States Commerce Court, the Interstate Commerce Commission, and 
the Bureau of Labor Statistics are hereby authorized to turn over to the Board of 
Mediation and Conciliation upon its request any papers and documents heretofore 
filed with them and bearing upon mediation or arbitration proceedings held under 
the provisions of the act approved June first, eighteen hundred and ninety-eight, 
providing for mediation and arbitration. 

Sec. 8. That the award, being filed in the clerk's office of a district court of the 
United States as hereinbefore provided, shall go into practical operation, and judg- 
ment shall be entered thereon accordingly at the expiration of ten days from such 
filing, unless within such ten days either party shall file exceptions thereto for matter 
of law apparent upon the record, in which case said award shall go into practical 
operation, and judgment be entered accordingly, when such exceptions shall have 
been finally disposed of either by said district court or on appeal therefrom. 

At the expiration of ten days from the decision of the district court upon excep- 
tions taken to said award as aforesaid judgment shall be entered in accordance with 
said decision, unless during said ten days either party shall appeal therefrom to the 
circuit court of appeals. In such case only such portion of the record shall be trans- 
mitted to the appellate court as is necessary to the proper understanding and con- 
sideration of the questions of law presented by said exceptions and to be decided. 

The determination of said circuit court of appeals upon said questions shall be final, 
and, being certified by the clerk thereof to said district court, judgment pursuant 
thereto shall thereupon be entered by said district court. 

If exceptions to an award are finally sustained, judgment shall be entered setting 
aside the award in whole or in part; but in such case the parties may agree upon a 
judgment to be entered disposing of the subject matter of the controversy, which 
judgment when entered shall have the same force and effect as judgment entered 
upon an award. 



RAILROAD LABOR ARBITRATIONS. 603 

Nothing in this act contained shall be construed to require an employee to render 
personal service without his consent, and no injunction or other legal process shall 
be issued which shall compel the performance by any employee against his will of a 
contract for personal labor or service. 

Sec 9. That whenever receivers appointed by a Federal court are in the posses- 
sion and control of the business of employers covered by this act the employees of 
such employers shall have the right to be heard through their representatives in such 
court upon all questions affecting the terms and conditions of their employment, 
and no reduction of wages shall be made by such receivers without the authority of 
the court therefor, after notice to such employees, said notice to be given not less 
than twenty days before the hearing upon the receivers' petition or application, and 
to be posted upon all customary bulletin boards along or upon the railway or in the 
customary places on the premises of other employers covered by this act. 

Sec 10. That each member of the board of arbitration created under the provi- 
sions of this act shall receive such compensation as may be fixed by the Board of Medi- 
ation and Conciliation, together with his traveling and other necessary expenses. 
The sum of $25,000, or so much thereof as may be necessary, is hereby appropriated, 
to be immediately available and to continue available until the close of the fiscal 
year ending June thirtieth, nineteen hundred and fourteen, for the necessary and 
proper expenses incurred in connection with any arbitration or with the carrying on 
of the work of mediation and conciliation, including per diem, traveling, and other 
necessary expenses of members or employees of boards of arbitration and rent in the 
District of Columbia, furniture, office fixtures and supplies, books, salaries, traveling 
expenses, and other necessary expenses of members or employees of the Board of 
Mediation and Conciliation, to be approved by the chairman of said board and audited 
by the proper accounting officers of the Treasury. 

Sec 11. There shall be a Commissioner of Mediation and Conciliation, who shall 
be appointed by the President, by and with the advice and consent of the Senate, 
and whose salary shall be $7,500 per annum, who shall hold his office for a term of 
seven years and until a successor qualifies, and who shall be removable by the Presi- 
dent only for misconduct in office. The President shall also designate not more than 
two other officials of the Government who have been appointed by and with the 
advice and consent of the Senate, and the officials thus designated, together with 
the Commissioner of Mediation and Conciliation, shall constitute a board to be known 
as the United States Board of Mediation and Conciliation. 

There shall also be an Assistant Commissioner of Mediation and Conciliation, who 
shall be appointed'by the President, by and with the advice and consent of the Sen- 
ate, and whose salary shall be $5,000 per annum. In the absence of the Commissioner 
of Mediation and Conciliation, or when that office shall become vacant, the assistant 
commissioner shall exercise the functions and perform the duties of that office. 
Under the direction of the Commissioner of Mediation and Conciliation, the assistant 
commissioner shall assist in the work of mediation and conciliation, and when acting 
alone in any case he shall have the right to take acknowledgments, receive agreements 
of arbitration, and cause the notices in writing to be served upon the arbitrators 
chosen by the respective parties to the controversy, as provided for in section five of 
this act. 

The act of June first, eighteen hundred and ninety-eight, relating to the mediation 
and arbitration of controversies between railway companies and certain classes of their 
employees is hereby repealed: Provided, That any agreement of arbitration which, 
at the time of the passage of this act, shall have been executed in accordance with 
the provisions of said act of June first, eighteen hundred and ninety-eight, shall be 
governed by the provisions of said act of June first, eighteen hundred and ninety- 
eight, and the proceedings thereunder shall be conducted in accordance with the 
provisions of said act. 

Approved, July 15, 1913. 

II. 

[Public— No. 115.] 

AN ACT Concerning carriers engaged in interstate commerce and their employees. 

Be it enacted by the Senate and House of Representatives of the United States of America 
in Congress assembled. That the provisions of this act shall apply to any common car- 
rier or carriers and their officers, agents, and employees, except masters of vessels and 
seamen, as defined in section forty-six hundred and twelve, Revised Statutes of the 
United States, engaged in the transportation of passengers or property wholly by 
railroad, or partly by railroad and partly by water, for a continuous carriage or ship- 
ment, from one State or Territory of the United States, or the District of Columbia, 
to any other State or Territory of the United States, or the District of Columbia, or 
from any place in the L'nited States to an adjacent foreign country, or from any place 
in the United States through a foreign country to any other place in the United States. 



604 RAILROAD LABOR ARBITRATIONS. 

The term "railroad" as used in this act shall include all bridges and ferries used 
or operated in connection with any railroad, and also all the road in use by any corpora- 
tion operating a railroad, whether owned or operated under a contract, agreement, 
or lease; and the term "transportation" shall include all instrumentalities of ship- 
ment or carriage. 

The term "employees" as used in this act shall include all persons actually engaged 
in any capacity in train operation or train service of any description, and notwith- 
standing that the cars upon or in which they are employed may be held and operated 
by the carrier under lease or other contract : Provided, however, That this act shall not be 
held to apply to employees of street railroads and shall apply only to employees engaged 
in railroad train service. In every such case the carrier shall be responsible for the 
acts and defaults of such employees in the same manner and to the same extent as if said 
cars were owned by it and said employees directly employed by it, and any provisions 
to the contrary of any such lease or other contract shall be binding only as between 
the parties thereto and shall not affect the obligations of said carrier either to the public 
or to the private parties concerned. 

Sec. 2. That whenever a controversy concerning wages, hours of labor, or conditions 
of employment shall arise between a carrier subject to this act and the employees of 
such carrier, seriously interrupting or threatening to interrupt the business of said 
carrier, the chairman of the Interstate Commerce Commission and the Commissioner 
of Labor shall, upon the request of either party to the controversy, with all practicable 
expedition, put themselves in communication with the parties to such controversy, 
and shall use their best efforts, by mediation and conciliation, to amicably settle the 
same; and if such efforts shall be unsuccessful, shall at once endeavor to bring about 
an arbitration of said controversy in accordance with the provisions of this act. 

Sec 3. That whenever a controversy shall arise between a carrier subject to this 
act and the employees of such carrier which can not be settled by mediation and 
conciliation in the manner provided in the preceding section, said controversy may be 
submitted to the arbitration of a board of three persons, who shall be chosen in the 
manner following: One shall be named by the carrier or employer directly interested; 
the other shall be named by the labor organization to which the employees directly 
interested belong, or, if they belong to more than one, by that one of them which 
specially represents employees of the same grade and class and engaged in services 
of the same nature as said employees so directly interested : Provided, however, That 
when a controversy involves and affects the interests of two or more classes and 
grades of employees belonging to different labor organizations, such arbitrator shall 
be agreed upon and designated by the concurrent action of all such labor organiza- 
tions; and in cases where the majority of such employees are not members of any labor 
organization, said employees may by a majority vote select a committee of their own 
number, which committee shall have the right to select the arbitrator on behalf of said 
employees. The two trTus chosen shall select the third commissioner of arbitration; 
but, in the event of their failure to name such arbitrator within five days after their 
first meeting, the third arbitrator shall be named by the commissioners named in the 
preceding section. A majority of said arbitrators shall be competent to make a valid 
and binding award under the provisions hereof. The submission shall be in writing, 
shall be signed by the employer and by the labor organization representing the em- 
ployees, shall specify the time and place of meeting of said board of arbitration, shall 
state the questions to be decided, and shall contain appropriate provisions by which 
the respective parties shall stipulate, as follows: 

First. That the board of arbitration shall commence their hearings within ten days 
from the date of the appointment of the third arbitrator, and shall find and file their 
award, as provided in this section, within thirty days from the date of the appointment 
of the third arbitrator; and that pending the arbitration the status existing immedi- 
ately prior to the dispute shall not be changed : Provided, That no employee shall be 
compelled to render personal service without his consent. 

Second. That the award and the papers and proceedings, including the testimony 
relating thereto certified under the hands of the arbitrators and which shall have the 
force and effect of a bill of exceptions, shall be filed in the clerk's office of the circuit 
court of the United States for the district wherein the controversy arises or the arbi- 
tration is entered into, and shall be final and conclusive upon both parties, unless set 
aside for error of law apparent on the record. 

Third. That the respective parties to the award will each faithfully execute the same, 
and that the same may be specifically enforced in equity so far as the powers of a court 
of equity permit: Provided, That no injunction or other legal process shall be issued 
which shall compel the performance by any laborer against his will of a contract for 
personal labor or service. 



RAILROAD LABOR ARBITRATIONS. 605 

Fourth. That employees dissatisfied with the award shall not by reason of such 
dissatisfaction quit the service of the employer before the expiration of three months 
from and after the making of such award without giving thirty days' notice in writing 
of their intention so to quit. Nor shall the employer dissatisfied with such award dis- 
miss any employee or employees on account of such dissatisfaction before the expira- 
tion of three months from and after the making of such award without giving thirty 
days' notice in writing of his intention so to discharge. 

Fifth. That said award shall continue in force as between the parties thereto for the 
period of one year after the same shall go into practical operation, and no new arbi- 
tration upon the same subject between the same employer and the same class of 
employees shall be had until the expiration of said one year if the award is not set 
aside as provided in section four. That as to individual employees not belonging to 
the labor organization or organizations which shall enter into the arbitration, the said 
arbitration and the award made therein shall not be binding, unless the said individual 
employees shall give assent in writing to become parties to said arbitration. 

Sec. 4. That the award being filed in the clerk's office of a circuit court of the United 
States, as hereinbefore provided, shall go into practical operation, and judgment shall 
be entered thereon accordingly at the expiration of ten days from such filing, unless 
within such ten days either party shall file exceptions thereto for matter of law apparent 
upon the record, in which case said award shall go into practical operation and judg- 
ment be entered, accordingly when such exceptions shall have been finally disposed 
of either by said circuit court or on appeal therefrom. 

At the expiration of ten days from the decision of the circuit court upon exceptions 
taken to said award, as aforesaid, judgment shall be entered in accordance with said 
decision unless during said ten days either party shall appeal therefrom to the circuit 
court of appeals. In such case only such portion of the record shall be transmitted to 
the appellate court as is necessary to the proper understanding and consideration of 
the questions of law presented by said exceptions and to be decided. 

The determination of said circuit court of appeals upon said questions shall be final, 
and being certified by the clerk thereof to said circuit court, judgment pursuant 
thereto shall thereupon be entered by said circuit court. 

If exceptions to an award are finally sustained, judgment shall be entered setting 
aside the award. But in such case the parties may agree upon a judgment to be 
entered disposing of the subject matter of the controversy, which judgment when 
entered shall have the same force and effect as judgment entered upon an award. 

Sec. 5. That for the purposes of this act the arbitrators herein provided for. or 
either of them, shall have power to administer oaths and affirmations, sign subpoenas, 
require the attendance and testimony of witnesses, and the production of such books, 
papers, contracts, agreements, and documents material to a just determination of the 
matters under investigation as may be ordered by the court; and may invoke the aid 
of the United States courts to compel witnesses to attend and testify and to produce 
such books, papers, contracts, agreements and documents to the same extent and 
under the same conditions and penalties as is provided for in the act to regulate com- 
merce, approved February fourth, eighteen hundred and eighty-seven, and the 
amendments thereto. 

Sec. 6. That every agreement of arbitration under this act shall be acknowledged by 
the parties before a notary public or clerk of a district or circuit court of the United 
States, and when so acknowledged a copy of the same shall be transmitted to the 
chairman of the Interstate Commerce Commission, who shall file the same in the office 
of said commission. 

Any agreement of arbitration which shall be entered into conforming to this act, 
except that it shall be executed by employees individually instead of by a labor 
organization as their representative, shall, when duly acknowledged as herein pro- 
vided, be transmitted to the chairman of the Interstate Commerce Commission, who 
shall cause a notice in writing to be served upon the arbitrators, fixing a time and 
place for a meeting of said board, which shall be within fifteen days from the execution 
of said agreement of arbitration: Provided, however, That the said chairman of the 
Interstate Commerce Commission shall decline to call a meeting of arbitrators under 
such agreement unless it be shown to his satisfaction that the employees signing the 
submission represent or include a majority of all employees in the service of the same 
employer and of the same grade and class, and that an award pursuant to said submis- 
sion can justly be regarded as binding upon all such employees. 

Sec. 7. That during the pendency of arbitration under this act it shall not be lawful 
for the employer, party to such arbitration, to discharge the employees, parties thereto, 
except for inefficiency, violation of law, or neglect of duty; nor for the organization 
representing such employees to order, nor for the employees to unite in, aid, or abet, 
strikes against said employer; nor, during a period of three months after an award 
under such an arbitration, for such employer to discharge any such employees, except 
for the causes aforesaid, without giving thirty days' written notice of an intent so to 



606 RAILROAD LABOR ARBITRATIONS. 

discharge; nor for any of such employees, during a like period, to quit the service of 
said employer without just cause, without giving to said employer thirty days' written 
notice of an intent so to do; nor for such organization representing such employees to 
order, counsel, or advise otherwise. Any violation of this section shall subject the 
offending party to liability for damages: Provided, That nothing herein contained 
shall be construed to prevent any employer, party to such arbitration, from reducing 
the number of its or his employees whenever in its or his judgment business necessities 
require such reduction. 

Sec. 8. That in every incorporation under the provisions of chapter five hundred 
and sixty-seven of the United States Statutes of eighteen hundred and eighty-five 
and eighteen hundred and eighty-six it must be provided in the articles of incorpora- 
tion and in the constitution, rules, and by-laws that a member shall cease to be such 
by participating in or by instigating force or violence against persons or property 
during strikes, lockouts, or boycotts, or by seeking to prevent others from working 
through violence, threats, or intimidations. Members of such incorporations shall not 
be personally liable for the acts, debts, or obligations of the corporations, nor shall 
such corporations be liable for the acts of members or others in violation of law; and 
such corporations may appear by designated representatives before the board created 
by this act, or in any suits or proceedings for or against such corporations or their 
members in any of the Federal courts. 

Sec. 9. That whenever receivers appointed by Federal courts are in the possession 
and control of railroads, the employees upon such railroads shall have the right to 
be heard in such courts upon all questions affecting the terms and conditions of their 
employment, through the officers and representatives of their associations, whether 
incorporated or unincorporated, and no reduction of wages shall be made by such 
receivers without the authority of the court therefor upon notice to such employees, 
said notice to be not less than twenty days before the hearing upon the receivers' 
petition or application, and to be posted upon all customary bulletin boards along 
or upon the railway operated by such receiver or receivers. 

Sec 10. That any employer subject to the provisions of this act, and any officer, 
agent, or receiver of such employer who shall require any employee, or any person 
seeking employment, as a condition of such employment, to enter into an agreement, 
either written or verbal, not to become or remain a member of any labor corporation, 
association, or organization; or shall threaten any employee with loss of employ- 
ment, or shall unjustly discriminate against any employee because of his member- 
ship in such a labor corporation, association, or organization; or who shall require 
any employee or any person seeking employment, as a condition of such employ- 
ment, to enter into a contract whereby such employee or applicant for employment 
shall agree to contribute to any fund for charitable, social, or beneficial purposes; 
to release such employer from legal liability for any personal injury by reason of any 
benefit received from such fund beyond the proportion of the benefit arising from the 
employer's contribution to such fund; or who shall, after having discharged an em- 
ployee, attempt or conspire to prevent such employee from obtaining employment, 
or who shall, after the quitting of an employee, attempt or conspire to prevent such 
employee from obtaining employment, is hereby declared to be guilty of a misde- 
meanor, and, upon conviction thereof in any court of the United States of competent 
jurisdiction in the district in which such offense was committed, shall be punished 
for each offense by a fine of not less than one hundred dollars and not more than one 
thousand dollars. 

Sec 11. That each member of said board of arbitration shall receive a compensa- 
tion of ten dollars per day for the time he is actually employed, and his traveling 
and other necessary expenses; and a sum of money sufficient to pay the same, together 
with the traveling and other necessary and proper expenses of any conciliation or 
arbitration had hereunder, not to exceed ten thousand dollars in any one year, to 
be approved by the chairman of the Interstate Commerce Commission and audited 
by the proper accounting officers of the Treasury, is hereby appropriated for the 
fiscal years ending June thirtieth, eighteen hundred and ninety-eight, and June 
thirtieth, eighteen hundred and ninety-nine, out of any money in the Treasury not 
otherwise appropriated. 

Sec 12. That the act to create boards of arbitration or commission for settling 
controversies and differences between railroad corporations and other common car- 
riers engaged in interstate or territorial transportation of property or persons and 
their employees, approved October first, eighteen hundred and eighty-eight, is 
hereby repealed. 

Approved, June 1, 1898. 

III. 
Act of March 4, 1911, 36 Statutes, 1397. 

The President of the United States from and after the passage of this act is author- 
ized to designate from-time to time any member of the Interstate Commerce Com- 



RAILROAD LABOR ARBITRATIONS. 607 

mission or of the Court of Commerce to exercise the powers conferred and the duties 
imposed upon the chairman of the Interstate Commerce Commission by the pro- 
visions of the "Act concerning carriers engaged in interstate commerce and their 
employees," approved June first, eighteen hundred and ninety-eight; and the member 
so designated, during the period for which he is designated, shall have the powers now 
conferred by said act on the chairman of the Interstate Commerce Commission. 

IV. 

Act Concerning Arbitration of Controversies Between Carriers Engaged 
in Interstate Commerce and their Employees. 

Act of October 1, 1S88- Acts of 1887-88.— Chapter 1063 

Section 1. Whenever differences or controversies arise between railroad or other 
transportation companies engaged in the transportation of property or passengers 
between two or more States of the United States, between a Territory and State, 
within the Territories of the United States, or within the District of Columbia, and 
the employees of said railroad companies, which differences or controversies may 
hinder, impede, obstruct, interrupt, or affect such transportation of property or pas- 
sengers, if, upon the written proposition of either party to the controversy to submit 
their differences to arbitration, the other party shall accept the proposition, then and 
in such event the railroad company is hereby authorized to select and appoint one 
person, and such employee or employees, as the case may be, to select and appoint 
another person, and the two persons thus selected and appointed to select a third 
person, all three of whom shall be citizens of the United States and wholly impartial 
and disinterested in respect to such differences or controversies; and the three per- 
sons thus selected and appointed shall be, and they are hereby, created and con- 
stituted a board of arbitration, with the duties, powers, and privileges hereinafter 
set forth. 

Sec 2. The board of arbitration provided for in the first section of this act shall 
possess all the powers and authority in respect to administering oaths, subpoenaing 
witnesses and compelling their attendance, preserving order during the sittings of 
the board, and requiring the production of papers and writings relating alone to the 
subject under investigation now possessed and belonging to the United States com- 
missioners appointed bv the circuit court of the United States; but in no case shall 
any witness be compelled to disclose the secrets or produce the records or proceed- 
ings of any labor organization of which he may be an officer or member; and said 
board of arbitration may appoint a clerk and employ a stenographer, and prescribe 
all reasonable rules and regulations, not inconsistent with the provisions of this act, 
looking to the speedy advancement of the differences and controversies submitted 
to them to a conclusion and determination. Each of said arbitrators shall take an 
oath to honestly, fairly, and faithfully perform his duties, and that he is not personally 
interested in the subject matter in controversy, which oath may be administered by 
any State or Territorial officer authorized to administer oaths. The third person so 
selected and appointed as aforesaid shall be president of said board; any order, find- 
ing, conclusion, or award made by the majority of such arbitrators shall be of the same 
force and effect as if all three of such arbitrators concurred therein or united in making 
the same. 

Sec 3. It shall be the duty of the said board of arbitration, immediately upon their 
selection, to organize at the nearest practicable point to the place of the origin of the 
difficulty or controversy, and to hear and determine the matters of difference which 
may be submitted to them in writing by all the parties, giving them full opportunity 
to be heard on oath, in person and by witnesses, and also granting them the right to 
be represented by counsel; and after concluding its investigations said board shall 
publicly announce its decision, which, with the findings of fact upon which it is based, 
shall be reduced to writing and signed by the arbitrators concurring therein, and, 
together with the testimony taken in the case, shall be filed with the Commissioner 
of Labor of the United States, who shall make such decision public as soon as the same 
shall have been received by him. 

Sec 4. It shall be the right of any employees engaged in the controversy to appoint, 
by designation in writing, one or more persons to act for them in the selection of an 
arbitrator to represent them upon the board of arbitration. 

Sec 5. Each member of said tribunal of arbitration shall receive a compensation 
of ten dollars a day for the time actually employed. That the clerk appointed by 
said tribunal of arbitration shall receive the same fees and compensation as clerks 
of United States circuit courts and district courts receive for like services. The 
stenographer shall receive as full compensation for his services ten cents for each 
folio of an hundred words of testimony taken and reduced to writing before said 



608 RAILROAD LABOR ARBITRATIONS. 

arbitrators. United States marshals or other persons serving the process of said 
tribunal of arbitration shall receive the same fees and compensation for such services 
as they would receive for like services upon process issued by United States com- 
missioners. Witnesses attending before sa^d tribunal of arbitration shall receive the 
same fees as witnesses attending before United: States commissioners. All of said 
lees and compensation shall be payable by the United States in like manner as fees 
and compensation are payable in criminal causes under existing laws: Provided, That 
the said tribunal of arbitration shall have power to limit the number of witnesses in 
each case where fees shall be paid Jby the United States: And provided further ; That 
the fees and compensation of the arbitrators, clerks, stenographers, marshals, and others 
for service of process, and witnesses under this act shall be examined and certified by 
the United States district judge of the district in which the arbitration is held before 
they are presented to the accounting officers of the Treasury Department for settle- 
ment, and shall then be subject to the provisions of section eight hundred and forty- 
six of the Revised Statutes of the United States; and a sufficient sum of money to 
pay all expenses under this act and to carry the same into effect is hereby appropriated 
out of any money in the Treasury not otherwise appropriated: And provided likewise, 
Not more than five thousand dollars shall be expended in defraying the costs of any 
single investigation Jby the commission hereinafter provided for. 

Sec. 6. The President may select two commissioners, one of whom at least shall 
be a resident of the State or Territory in which the controversy arises, who, together 
with the Commissioner of Labor, shall constitute a temporary commission for the 
porpose of examining the causes of the controversy, the conditions accompanying 
and the best means for adjusting it, the result of which examination shall be imme- 
diately reported to the President and Congress, and on the rendering of such report 
the services of the two commissioners shall cease. The services of the commission, 
to be ordered at the time by the President and constituted as herein provided, may 
be tendered by the President for the purpose of settling a controversy such as con- 
templated, either upon his own motion, or upon the application of one of the parties 
to the controversy, or upon the application of the executive of the State. 

Sec. 7. The commissioners provided in the preceding section shall be entitled to 
receive ten dollars each per day for each day's service rendered, and the expenses 
absolutely incurred in the performance of their duties; and the expenses of the 
Commissioner of Labor, acting as one of the commission, shall also be reimbursed 
to Mm. Such compensation and expenses shall be paid by the Treasurer of the 
United States, on proper vouchers, certified to by the Commissioner of Labor and 
approved by the Secretary of the Interior. 

Sec 8. Upon the direction of the President, as hereinbefore provided, the com- 
mission shall visit the locality of the pending dispute, and shall have all the powers 
and authority given in section two, to a board of arbitration, and shall make careful 
inquiry into the cause thereof, hear all persons interested therein who may come 
before it, advise the respective parties what, if anything, ought to be done or sub- 
mitted to either or both to adjust such dispute, and make a written decision thereof. 
This decision shall at once be made public, shall be recorded upon proper books of 
record to be kept in the office of the Commissioner of Labor, who shall cause a copy 
thereof to be filed with the Secretary of the State or Territory, or States or Territories, 
in which the controversy exists. 

Sec 9. in each case the commissioners who may be selected as provided shall, 
before entering upon their duties, be sworn to the faithful discharge thereof. The 
Commissioner of Labor shall be chairman ex officio of the commission, and may 
appoint one or more clerks or stenographers to act in each controversy only, which 
clerks or stenographers shall be compensated at a rate not exceeding six dollars per 
day each, and actual expenses incurred shall be reimbursed. 

Sec 10. The Commissioner of Labor shall, as soon as possible after the passage of 
this act, establish such rules of proceedure as shall be approved by the President ; but 
the commission shall permit each party to a controversy to appear in person or by 
counsel and to examine and cross-examine witnesses. All its proceedings shall be 
transacted in public, except when in consultation for the purpose of deciding upoi 
the evidence and arguments laid before it. The chairman of the commission is hereby 
authorized to administer oaths to witnesses in all investigations conducted by the 
commission, and such witnesses shall be subpoenaed in the same manner as witnesses 
are subpoenaed to appear before United States courts and commissioners, and they 
shall each receive the same fees as witnesses attending before United States commis- 
sioners: Provided, That said temporary board of commissioners shall have the power 
to limit the number of witnesses in each case where fees shall be paid by the United 
States. 

Sec 11. All fees, expenses, and compensations of this commission shall be paid as 
hereinbefore provided in section five of this act. 






